Turning multi-working-condition friction load simulation system for aircraft nose landing gear

Abstract

The application relates to the technical field of aircraft testing, in particular to an aircraft nose landing gear turning multi-working-condition friction load simulation system. The aircraft nose landing gear turning multi-working-condition friction load simulation system comprises a support frame, a protective cover, a rotating component and a power mechanism, the upper part of the support frame is used for fixing the aircraft nose landing gear, the lower part of the support frame is supported by a jacking device, the protective cover is arranged at the output end of the jacking device, the rotating component is rotationally arranged on the protective cover and is used for being connected to the aircraft nose landing gear; the power mechanism is used for driving the rotation of the rotating component and / or for braking the rotating component; the output force of the jacking device is transmitted to the aircraft nose landing gear through the protective cover and the rotating component to simulate the vertical force of the ground on the nose landing gear when the aircraft nose landing gear touches the ground.

Description

Technical Field

[0001] This application relates to the field of aircraft testing technology, and in particular to a multi-condition friction load simulation system for aircraft nose landing gear turning. Background Technology

[0002] The nose landing gear is one of the key components of an aircraft. Its performance, reliability, and stability directly affect flight safety. Therefore, various ground tests must be conducted on the nose landing gear before installation. From landing to takeoff, an aircraft goes through stages such as landing roll, braking and deceleration, maneuvering and turning, and takeoff. During turning, the ground and tires generate reaction forces, namely a vertical force upward along the ground and a frictional force opposite to the aircraft's direction of travel. The nose landing gear includes the landing gear body, the retraction mechanism, and the nose landing gear servo mechanism. The nose landing gear servo mechanism controls the left and right steering of the wheels. To simulate the vertical ground force and frictional force experienced by the nose landing gear during landing, a loading test device needs to be designed for testing. Existing technologies using vertical motion components and rotary motion components have complex structures; they can only be used for theoretical research and cannot be applied to simulated practice. Summary of the Invention

[0003] The summary of this application introduces a series of simplified concepts, which will be further explained in detail in the detailed description section. This summary is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0004] According to a first aspect of this application, a multi-condition friction load simulation system for aircraft nose landing gear turning is provided, the system comprising:

[0005] The support frame has an upper part for fixing the aircraft's nose landing gear and a lower part for supporting the lifting device.

[0006] A protective cover is provided at the output end of the lifting device;

[0007] A rotating component is rotatably mounted on the protective cover and is used to connect to the aircraft's nose landing gear; a braking device is provided in the protective cover, and the braking device is used to brake the rotating component.

[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 lifting device is transmitted to the aircraft's nose landing gear via the protective cover and the rotating component to simulate the vertical force exerted by the ground on the nose landing gear when it touches the ground.

[0010] According to the aircraft nose landing gear turning multi-condition friction load simulation system of this application, the system includes a support frame, a protective cover, a rotating component, and a power mechanism. The upper part of the support frame is used to fix the aircraft nose landing gear, and the lower part of the support frame supports a lifting device. The protective cover is located at the output end of the lifting device, and the rotating component is rotatably mounted on the protective cover for connection to the aircraft nose 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 lifting device is transmitted to the aircraft nose landing gear through the protective cover and the rotating component to simulate the vertical force exerted by the ground on the nose landing gear when it touches the ground. In this way, the lifting device can simulate the vertical load applied to the aircraft nose landing gear, and 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 aircraft nose landing gear. It can simulate the active loading and / or passive loading conditions of the vertical load and friction force of the aircraft nose landing gear, and has a simple structure.

[0011] Optionally, the power mechanism includes a drive unit and a clutch unit, wherein the drive unit is detachably connected to the rotating member via the clutch unit.

[0012] Optionally, the aircraft nose landing gear servo mechanism drives the aircraft nose landing gear to rotate, and the drive device can output braking force to brake the rotating component, simulating the friction load experienced by the aircraft nose landing gear when turning.

[0013] Optionally, the power mechanism further includes a braking device located in the protective cover. The drive device is capable of outputting driving power to drive the rotating component to rotate, thereby driving the aircraft nose landing gear to turn. The braking device is capable of braking the rotating component to simulate the frictional load experienced by the aircraft nose landing gear when turning.

[0014] Optionally, the power mechanism includes a braking device, wherein 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 frictional load experienced by the aircraft nose landing gear when it turns.

[0015] Optionally, it also includes a rotating shaft 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 drive 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 drive device can drive the gear plate to rotate. The clutch body and the gear plate are detachably connected.

[0017] Optionally, the clutch body includes a moving mechanism that can extend and retract along the axial direction of the rotating shaft, and the opposing surfaces of the moving mechanism and the gear disc are provided with teeth that can mesh with each other.

[0018] Optionally, the moving mechanism includes a first surface, and the gear disk includes a second surface opposite to the first surface. The first surface is provided with a first tooth, and the second surface is provided with a second tooth. The first surface is movable between an engaged position and a disengaged position.

[0019] The first tooth and the second tooth are spaced apart at the separation position.

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

[0021] Optionally, it also includes a torque sensor, one end of the rotating shaft is connected to the rotating component via the torque sensor, and the other end of the rotating shaft is connected to the power mechanism.

[0022] Optionally, the system further includes a slider and a slide block, the slider being connected to the rotation axis and the slide block being connected to the rotating member, the slide block being spaced apart from the slider along the radial direction of the rotation axis.

[0023] Optionally, it also includes a locking disc, through which the rotating shaft is locked to the torque sensor.

[0024] Optionally, the power mechanism includes a drive unit and a clutch unit. The drive unit includes a servo motor and a reducer, and the clutch unit includes a geared disc, which is connected to the servo motor via the reducer.

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

[0026] Optionally, the rotating component is provided with a groove, and a positioning component is provided in the groove. The positioning component is used to connect to the aircraft's nose landing gear, and the positioning component engages with the groove.

[0027] Optionally, the cross-section of the groove is tapered.

[0028] Optionally, a force sensor is also included, 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 component can rotate relative to the protective cover through the bearing. The fixed plate is provided 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.

[0030] Optionally, the device further includes a bracket located between the protective cover and the rotating component. The bracket includes a large portion and a small portion. The large portion abuts against the protective cover, and the small portion abuts against the power mechanism. The clutch device is located within the bracket. Attached Figure Description

[0031] The following figures are included as part of this application for understanding the application. The figures illustrate embodiments of the application and their descriptions, explaining the apparatus and principles of the application. In the figures,

[0032] Figure 1 This is a three-dimensional schematic diagram of a multi-condition friction load simulation system for aircraft nose landing gear turning according to a preferred embodiment of this application.

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

[0034] Figure 3 For along Figure 2 Cross-sectional view of the centerline AA;

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

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

[0037] Figure 6 for Figure 4 A magnified view of part B in the image.

[0038] Explanation of reference numerals in the attached figures:

[0039] 100: Multi-condition friction load simulation system for aircraft nose landing gear turning

[0040] 101: Platform 102: Ground Rail

[0041] 103: Connecting plate; 104: Hanging clamp

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

[0043] 112: Support column; 113: Protective cover

[0044] 114: Rotating component; 115: Force sensor

[0045] 116: Bearings; 119: Fixtures

[0046] 123: Fixing plate 124: Base plate

[0047] 125: First paragraph 126: Second paragraph

[0048] 127: Middle section 128: Groove

[0049] 129: Positioning component; 130: Lifting device

[0050] 131: Drive unit; 132: Servo motor

[0051] 133: Reducer; 134: Reducer mounting bracket

[0052] 140: Clutch mechanism 141: Clutch body

[0053] 142: Gear 143: First tooth

[0054] 144: Second tooth; 145: Support

[0055] 146: Large Size Section 147: Small Size Section

[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 disc

[0060] 170: Guide post; 171: Linear bearing

[0061] 172: Screw; 173: Guide post fixing plate

[0062] 174: Slider 175: Slider

[0063] 176: Adjustment component; 180: Control system

[0064] 181: Junction box; 200: Aircraft nose landing gear Detailed Implementation

[0065] The following description provides numerous specific details to offer a more thorough understanding of this application. However, it will be apparent to those skilled in the art that this application can be practiced without one or more of these details. In other instances, certain technical features well-known in the art have not been described to avoid confusion with this application.

[0066] To fully understand this application, detailed portions will be set forth in the following description in order to illustrate it. Obviously, implementation of this application is not limited to the specific details familiar to those skilled in the art. Preferred embodiments of this application are described in detail below; however, other embodiments may exist besides these detailed descriptions, and should not be construed as being limited to the embodiments set forth herein.

[0067] It should be understood that the terminology used herein is intended only to describe particular embodiments and is not intended to limit the scope of this application. The singular forms “a,” “an,” and “the” are also intended to include the plural forms unless the context clearly indicates otherwise. When the terms “comprising” and / or “including” are used in this specification, they indicate the presence of the stated features, integrals, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or combinations thereof. The terms “upper,” “lower,” “front,” “rear,” “left,” “right,” and similar expressions used in this application are for illustrative purposes only and are not intended to be limiting.

[0068] The ordinal numbers such as "first" and "second" used in this application are merely identifiers and have no other meaning, such as a specific order. In this application, unless otherwise expressly specified and limited, "above" or "below" a second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of a second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" of a second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0069] The specific embodiments of this application will be described in more detail below with reference to the accompanying drawings, which illustrate representative embodiments of this application and are not intended to limit this application.

[0070] like Figure 1As shown, this application provides a multi-condition friction load simulation system 100 for aircraft nose landing gear turning, capable of simulating various ground tests of the aircraft nose landing gear 200 on the ground. For example, the multi-condition friction load simulation system 100 for aircraft nose landing gear turning can simulate the landing roll, braking deceleration, steering turn, and takeoff roll experienced by the aircraft from landing to takeoff. The simulation system of this application is applicable to simulation practice and meets the requirements for simulating multi-condition landing gear steering loads. In particular, the multi-condition friction load simulation system 100 for aircraft nose landing gear turning can simulate the reaction force generated by the contact between the ground and the tires during turning.

[0071] Combination Figure 2 and Figure 3 As shown, the multi-condition friction load simulation system 100 for aircraft nose landing gear turning includes a support frame that supports the aircraft nose landing gear 200 and enables the aircraft nose landing gear 200 to turn via an aircraft nose landing gear servo mechanism 105. The aircraft nose landing gear servo mechanism 105 includes an actuator that drives the simulated aircraft nose landing gear 200 to rotate. The aircraft nose landing gear 200 is connected to the support frame. The support frame includes a platform 101 and a hanging clamp 104, with the upper part of the support frame 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 mounted to the platform 101 via the hanging clamp 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 this application is a semi-physical loading system, and the sling clamp 104, the aircraft nose landing gear servo mechanism 105 and the aircraft nose landing gear 200 are physical or simulated parts of the aircraft.

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

[0073] Specifically, the lifting device 130 is capable of outputting a force, which acts on the aircraft's nose landing gear 200. The lifting device 130 is rigidly connected to the protective cover 113. The protective cover 113 is disposed at the output end of the lifting device 130. The output end of the lifting device 130 is capable of outputting a force. The force output from the output end of the lifting device 130 acts on the protective cover 113. The force of the lifting device 130 is transmitted to the aircraft's nose landing gear 200 through the protective cover 113. The lifting device 130 applies a force to the aircraft's nose landing gear 200 through the protective cover 113. The force is indirectly applied to the aircraft's nose landing gear 200 through the protective cover 113, thereby simulating the vertical force exerted by the ground on the nose landing gear when the aircraft's nose landing gear 200 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 nose landing gear 200. The lifting device 130 applies a force to the protective cover 113 in the direction toward the aircraft's nose landing gear 200. The vertical force direction F is parallel to the direction of the applied force. The vertical force direction F is parallel to the height direction of the aircraft's nose landing gear 200. The vertical force direction F is toward the aircraft's nose landing gear 200. Thus, the applied force can simulate the vertical load of the aircraft's nose landing gear 200.

[0075] The rotating member 114 is used for connection to the aircraft's nose landing gear 200. The rotating member 114 can be detachably connected to the aircraft's nose landing gear 200. The rotating member 114 is used for connection to the aircraft's nose landing gear 200. The rotating member 114 is detachably connected to the aircraft's nose landing gear 200. Preferably, the aircraft's nose landing gear 200 includes a wheel axle connected to the rotating member 114. The rotating member 114 is also rotatably mounted on a protective cover 113. The rotating member 114 is rotatable relative to the protective cover 113.

[0076] The rotating member 114 is constructed in a disc shape. The rotating member 114 is fixed to the aircraft's nose landing gear 200. The rotating member 114 can rotate with the aircraft's nose landing gear 200. The rotating member 114 is rotatably connected to the protective shield 113. There is a rigid connection between the protective shield 113 and the rotating member 114. The force transmitted by the protective shield 113 is applied to the aircraft's nose landing gear 200 through the rotating member 114. The rotating member 114 and the protective shield 113 are arranged along the vertical force direction F. Thus, the output force of the lifting device 130 is transmitted to the aircraft's nose landing gear 200 via the protective shield 113 and the rotating member 114 to simulate the vertical force exerted by the ground on the nose landing gear when it touches the ground. The vertical force output by the lifting device 130 is transmitted to the rotating member 114 via the protective shield 113, and then to the aircraft's nose landing gear 200. Therefore, the vertical load on the aircraft's nose landing gear 200 can be simulated. The lifting device 130 can simulate the vertical load applied to the aircraft's nose landing gear 200.

[0077] For example, the lifting device 130 can simulate the vertical load in the direction F of the vertical force exerted by the ground on the aircraft's nose landing gear 200 when it lands. When the aircraft's nose landing gear 200 lands, it exerts a downward force on the ground, and the ground exerts an upward force on the aircraft landing gear. The lifting device 130 can simulate the upward force, and thus simulate the vertical load on the aircraft's nose landing gear 200.

[0078] The aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a power mechanism 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 component 114 to rotate, thereby turning the aircraft's nose landing gear 200. Thus, the power mechanism can drive the aircraft's nose landing gear 200 to turn.

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

[0081] Optionally, a portion of the power mechanism can drive the rotating member 114 to rotate, while another portion of the power mechanism can brake the rotating member 114. One portion of the power mechanism can drive the aircraft's nose landing gear 200 to turn, and the other portion can also brake the aircraft's nose landing gear to rotate by braking the rotating member 114. Thus, one portion of the power mechanism can drive the aircraft's nose landing gear 200 to turn, and the other portion can brake the aircraft's nose landing gear 200 to simulate the frictional load experienced by the aircraft's nose landing gear 200 when turning.

[0082] In this way, the power mechanism can drive the aircraft's nose landing gear 200 to turn and / or simulate the turning friction load applied by the ground to the aircraft's nose landing gear 200 when it turns. The aircraft landing gear is affected by rotation during turning, applying an active load to the ground, while the ground applies a reverse friction load to the aircraft landing gear in the opposite direction of the turn. The power mechanism can simulate the reverse friction load from the ground, and thus simulate the turning friction load on the aircraft's nose landing gear 200.

[0083] According to the aircraft nose landing gear turning multi-condition friction load simulation system of this application, the aircraft nose 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 nose landing gear, and the lower part of the support frame supports a lifting device 130. The protective cover 113 is disposed at the output end of the lifting device 130. The rotating component 114 is rotatably disposed on the protective cover 113 and is used to connect to the aircraft nose 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 lifting device is transmitted to the aircraft nose landing gear through the protective cover and the rotating component to simulate the vertical force of the ground on the nose landing gear when the aircraft nose landing gear touches the ground. In this way, the lifting device 130 can simulate the vertical load applied to the aircraft nose landing gear 200, and 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 aircraft nose landing gear 200. It can simulate the active loading condition and / or passive loading condition of the vertical load and friction force of the aircraft nose landing gear 200, and the structure is simple.

[0084] More specifically, the power mechanism includes a drive unit 131 and a clutch unit 140. The drive unit 131 is detachably connected to the rotating member 114 via the clutch unit 140. The drive unit 131 can drive the rotating shaft 152 to rotate. When the drive unit 131 is connected to the rotating member 114 via the clutch unit 140, it can actively apply a force to the aircraft nose landing gear 200 to cause the rotating member 114 to rotate or brake, thereby causing the aircraft nose landing gear 200 to turn or brake. When the drive unit 131 is disengaged from the rotating member 114 via the clutch unit 140, the aircraft nose landing gear servo mechanism 105 drives the aircraft nose landing gear 200 to turn.

[0085] Furthermore, the aircraft nose landing gear servo mechanism 105 drives the aircraft nose landing gear 200 to rotate, and the drive unit 131 can output braking force to brake the rotating component, simulating the frictional load experienced by the aircraft nose landing gear when turning. The drive unit 131 is connected to the rotating component 114 via a clutch device 140. The aircraft nose landing gear servo mechanism 105 outputs driving force to drive the aircraft nose landing gear 200 to rotate, and the rotating component 114 to rotate. The braking force output by the drive unit 131 can brake the rotating component 114 through the clutch device 140. For example, the output shaft of the drive unit 131 rotates in a first direction to output braking force, and the braking force 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 component 114, thereby braking the rotating component and simulating the frictional load experienced by the aircraft nose landing gear when turning.

[0086] The power mechanism also includes a braking device 150, which is located within the protective cover 113. The braking device 150 is connected to a rotating member 114. The braking device 150 is detachably connected to the rotating member 114. The braking device 150 is used to brake the rotating member 114. The braking device 150 brakes the aircraft's nose landing gear 200 via braking the rotating member 114. The aircraft's nose landing gear servo mechanism 105 drives the nose landing gear to rotate. The aircraft's nose landing gear 200 is capable of rotation. The braking device 150 is capable of braking the rotating aircraft's nose landing gear 200. The braking force output by the braking device 150 is in the opposite direction to the rotation direction of the aircraft's nose landing gear 200. The braking device 150 is capable of applying a braking force to the aircraft's nose landing gear 200 in the opposite direction to the rotation direction. Thus, the braking device 150 brakes the rotating member 114 to simulate the frictional load experienced by the aircraft's nose landing gear 200 during cornering. In this way, the braking device 150 can simulate the turning friction load exerted by the ground on the aircraft's nose landing gear 200 when the aircraft's nose landing gear 200 is turning. When the aircraft landing gear is turning, it is affected by rotation, applying an active load to the ground, while the ground applies a reverse friction load to the aircraft landing gear in the opposite direction of the turn. The braking device 150 can simulate the reverse friction load from the ground, and thus simulate the turning friction load on the aircraft's nose landing gear 200.

[0087] The drive unit 131 outputs driving power to drive the rotating component 114 to rotate, thereby driving the aircraft's nose landing gear to turn. The braking device 150 brakes the rotating component 114 to simulate the frictional load experienced by the aircraft's nose landing gear during turning. The drive unit 131 is connected to the rotating component 114 via a clutch device 140. The driving power output by the drive unit 131 can brake the rotating component 114 via the clutch device 140. For example, the output shaft of the drive unit 131 rotates in a second direction to output driving power, which can drive the clutch device 140 to rotate. The rotation direction output by the clutch device 140 is the same as the rotation direction of the rotating component 114, thereby driving the rotating component 114 to rotate. The braking device 150 is connected to the rotating component 114. The braking device 150 is used to brake the rotating component 114. The braking device 150 brakes the aircraft's nose landing gear 200 by braking the rotating component 114. In this way, the braking device 150 can simulate the turning frictional load exerted by the ground on the aircraft's nose landing gear 200 during turning.

[0088] To facilitate control of the aircraft's nose landing gear 200, the aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a rotating shaft 152, which is connected to a rotating member 114. A power mechanism is connected to the rotating member 114 via the rotating shaft 152. The axial direction of the rotating shaft 152 is parallel to the direction of the vertical force F. One end of the rotating shaft 152 is connected to the rotating member 114. 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 about 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 a braking device 150. The braking device 150 includes a rotor with a rotor bore, into which the other end of the rotating shaft 152 extends. The braking device 150 brakes the rotating member 114 via the rotating shaft 152, thereby braking the rotating member 114 and thus braking the turning of the aircraft's nose landing gear 200.

[0089] The multi-condition friction load simulation system 100 for aircraft nose landing gear turning can simulate the active loading of frictional forces. Specifically, such as... Figure 6 As shown, the clutch device 140 includes a clutch body 141 and a gear disc 142, which are detachably connected. The clutch body 141 is connected to a rotating shaft 152. The clutch body 141 is connected to the other end of the rotating shaft 152. 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. A drive device 131 is connected to the gear disc 142. The drive device 131 can drive the gear disc 142 to rotate. The gear disc 142 is fitted onto the rotating shaft 152, and the gear disc 142 is spaced apart from the rotating shaft 152. Rotation of the rotating shaft 152 does not directly drive the gear disc 142 to rotate. Rotation of the gear disc 142 requires the clutch body 141 to drive the rotating shaft 152 to rotate.

[0090] The clutch body 141 and the gear disc 142 have teeth on their opposing surfaces that can mesh with each other. When the teeth of the clutch body 141 and the gear disc 142 are separated, the clutch body 141 and the gear disc 142 do not rotate together. That is, when the teeth of the clutch body 141 and the gear disc 142 are separated, the clutch body 141 rotates, but the gear disc 142 does not rotate.

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

[0092] Furthermore, the clutch body 141 includes a moving mechanism that is telescopically movable 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 extend to engage or disengage with the gear disc 142. The end of the moving mechanism is movable in the direction of vertical force F. The end of the moving mechanism is movable relative to the gear disc 142 in the direction of vertical force F. The end of the moving mechanism is movable toward the gear disc 142. The end of the moving mechanism is also movable away from the gear disc 142. The clutch device 140 also includes a limiting ring 148, which is sleeved on the rotating shaft 152. The limiting ring 148 can limit the position of the clutch body 141. In particular, the limiting 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 gear disc 142. The end of the moving mechanism can move between an engaged position and a disengaged position. When in the engaged position, the teeth of the end of the moving mechanism mesh with the gear disc 142. When in the disengaged position, the teeth of the end of the moving mechanism are spaced apart from the gear disc 142. In this way, the clutch body 141 and the gear disc 142 can be detachably connected.

[0094] Specifically, the moving mechanism includes a first surface that is movable along the direction of vertical force. The first surface faces the gear disk 142. The first surface includes teeth that mesh with the teeth of the gear disk 142. The gear disk 142 is constructed as a ring. The gear disk 142 includes a second surface that faces the moving mechanism. The second surface is opposite to the first surface. The second surface is opposite to the first surface along the direction of vertical force F. The second surface includes teeth that mesh with the teeth of the moving mechanism. For ease of distinction, the first surface is provided with a first tooth 143, and the second surface is provided with a second tooth 144.

[0095] The first face can move between the engaged and disengaged positions. The first tooth 143 and the second tooth 144 are spaced apart in the disengaged position. Rotation of the first face in the disengaged position does not cause rotation of the second face. Rotation of the second face does not cause rotation of the first face in the disengaged position. Rotation of the gear disc 142 does not cause rotation of the moving mechanism in the disengaged position. Rotation of the gear disc 142 does not cause rotation of the clutch body 141 in the disengaged position.

[0096] The first tooth 143 and the second tooth 144, located in the meshing position, engage. The rotation of the second tooth 144 causes the first tooth 143, located in the meshing position, to rotate. The rotation of the gear disc 142 causes the moving mechanism, located in the meshing position, to rotate. The rotation of the gear disc 142 causes the clutch body 141, located in the meshing position, to rotate, thereby causing the rotating shaft 152 to rotate, and in turn causing the aircraft's nose landing gear 200 to rotate, thus simulating the aircraft's nose landing gear 200 turning.

[0097] To control the power output of the drive unit 131, the drive unit 131 includes a servo motor 132 and a reducer 133. The servo motor 132 outputs power, and the reducer 133 controls the rotational speed of the servo motor 132. The gear 142 is connected to the servo motor 132 via the reducer 133. The servo motor 132 can output torque to drive the gear 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. The servo motor 132 can rotate in the first direction (e.g., clockwise) to output braking power. The servo motor 132 can rotate in the second direction (e.g., counterclockwise) to output driving power.

[0098] Optionally, the servo motor 132 includes an output shaft that can rotate to drive the reducer 133. The axial direction of the output shaft is perpendicular to the direction of the vertical force. The axial direction of the output shaft is also perpendicular to the axial direction of the rotation shaft 152. To ensure that the torque output by the output shaft of the servo motor 132 can be transmitted to the reducer 133, a bevel gear and planetary gear system is also provided between the servo motor 132 and the reducer 133. Two bevel gears in the bevel gear are arranged perpendicularly and mesh 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 component. The input gear meshes with the other bevel gear, and the output component is connected to the rotation shaft 152 by teeth or a key. Thus, the servo motor 132 can output torque when it operates. The torque is transmitted to the gear disk 142 through the reducer 133 to drive the rotation shaft 152 to rotate.

[0099] Now return Figure 4The aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a torque sensor 154. A rotating shaft 152 is connected to a rotating component 114 via 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 rotor of the braking device 150. One end of the rotating shaft 152 is connected to the rotating component 114 via the torque sensor 154. The other end of the rotating shaft 152 is connected to a 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 stop the rotating shaft 152 from rotating, thereby braking the rotating component 114, and further braking the aircraft nose landing gear 200. The braking device 150 brakes the rotating aircraft nose landing gear 200 by braking the rotating shaft 152.

[0100] To ensure the connection strength between the torque sensor 154 and the rotating shaft 152, the aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a locking disc 159, which connects the rotating shaft 152 and the torque sensor 154. The rotating shaft 152 is locked to the torque sensor 154 via the locking disc 159. The torque sensor 154 and the rotating shaft 152 are locked together via the locking disc 159. The locking disc 159 transmits load by generating friction through high-strength bolts. By tightening the high-strength bolts, the locking disc 159 generates pressure and friction between the torque sensor 154 and the rotating shaft 152, thereby achieving load transmission. One end of the rotating shaft 152 has a hole. One end of the torque sensor 154 is inserted into the hole of the rotating shaft 152. A locking disc 159 is also provided on the outer side of one end of the rotating shaft 152. The locking disc 159 locks one end of the rotating shaft 152 so that the torque sensor 154 is fixed relative to the rotating shaft 152.

[0101] To prevent vertical forces from acting on the rotation axis 152, the aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a slider 174 and a slide block 175, the slide block 175 being movable relative to the slider 174. The slider 174 is constructed to be approximately square. The face of the slider 174 is parallel to the face of the slide block 175. The slider 174 is connected to the rotation axis 152, and the slide block 175 is connected to the rotating member 114. The slider 174 can rotate with the rotation axis 152. The vertical force of the rotating member 114 acts on the slide block 175, allowing the slide block 175 to move along the direction of the vertical force F. The direction of the vertical force F is parallel to the axial direction of the rotation axis 152. The slide block 175 can move along the axial direction of the rotation axis 152. When the slide block 175 rotates, it abuts against the slider 174, thereby pushing the slider 174 to rotate.

[0102] The slide 175 is spaced apart from the slider 174 along the radial direction of the rotation axis 152. The rotating member 114 is subjected to a vertical force along the axial direction of the rotation axis 152, and this vertical force is not transmitted to the slider 174 through the slide 175. The rotation axis 152 does not move in the direction of the vertical force. Thus, it is ensured that the vertical force acts on the rotating member 114, but does not affect the rotation axis 152.

[0103] There is a gap between the slide block 175 and the slider 174. There is also a gap between the slide block 175 and the slider 174 in the radial direction along the rotation axis 152. The slider 174 and the slide block 175 are opposite each other in the circumferential direction along the rotation axis 152. The slider 174 and the slide block 175 abut against each other in the circumferential direction along the rotation axis 152. Rotation of the rotating member 114 causes the slide block 175 to apply a force to the slider 174 in the circumferential direction along the rotation axis 152, thereby causing the slider 174 to rotate, and consequently, causing the rotation axis 152 to rotate.

[0104] The multi-condition friction load simulation system 100 for aircraft nose landing gear turning also includes an adjustment member 176 connected to a slide 175. The adjustment member 176 is fixed to the slide 175. The corners of the adjustment member 176 and the slider 174 are opposite each other. The adjustment member 176 is spaced apart from the slider 174 along the radial direction of the rotation axis 152. A gap exists between the adjustment member 176 and the slider 174 along the radial direction of the rotation axis 152. A rotating member 114 drives the slide 175 to rotate. The slide 175 rotates about the axial direction of the rotation axis 152. The slide 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 axis 152. The adjustment member 176 drives the slider 174 to rotate, thereby driving the rotation axis 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 block 175 form a sliding pair, and the gap is adjusted by the adjusting component 176. This prevents the vertical force load from the ground from being transmitted to the torque sensor 154, so the torque sensor 154 only needs to bear the torque.

[0106] During the active loading simulation test, gas is introduced into the pneumatic clutch, and the clutch body 141 engages with the gear plate 142. The servo motor 132 operates, driving the reducer 133 to rotate, which in turn drives the gear plate 142, clutch body 141, rotating shaft 152, torque sensor 154, rotating component 114, clamping clamp 119, and aircraft nose landing gear 200 to rotate, thereby simulating the active loading of friction.

[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, the thickness direction of which is parallel to the vertical force direction F. The support plate 111 is connected to a lifting device 130. The lifting device 130 is movable 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, located at the free end of the output shaft of the lifting 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. A support column 112 is connected to the free end of the jack's output shaft. For example, the support column 112 and the free end of the output shaft are integrally formed by casting. Figure 1 As shown, the platform 101 includes a ground rail 102, and the lifting device 130 includes a base plate 124, which is fixed to the ground rail 102. The jack is fixed to the ground rail 102 via the base plate 124. A support column 112 is connected to a support plate 111. The support plate 111 may have support holes, the axial direction of which is parallel to the vertical force direction F. The support column 112 and the support plate 111 are tightly fitted together along the vertical force direction F. The support column 112 passes through the support hole. The support column 112 and the support plate 111 are connected together by a connector, such as a bolt or screw. 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 extended 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, with the smaller-size column being smaller than the larger-size column. The support hole is smaller than the large-size column. The radial dimension of the support hole is smaller than the large-size column. The small-size column passes through the support hole, and the large-size column abuts against the support plate 111. The large-size column and the support plate 111 are connected together by a connector.

[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 via the support column 112. The force output by the lifting device 130 is transmitted to the protective cover 113 via 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 aircraft's nose landing gear 200. The protective cover 113 can transmit the force output by the lifting device 130.

[0112] As an optional implementation, the aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a force sensor 115 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 via a support column 112. The force applied by the jacking device 130 is transmitted to the protective cover 113 via 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 F. Specifically, 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 exerted by 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 disposed within the protective cover 113. The braking device 150 is located within the hollow chamber of the protective cover 113. The opening of the chamber faces the aircraft's nose landing gear 200, thereby facilitating assembly. The protective cover 113 protects the braking device 150, thus improving safety performance. The cross-sectional shape of the protective cover 113 is approximately "U"-shaped.

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

[0116] Specifically, one end of the protective cover 113 is connected to the force sensor 115. The 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 via a connector. The force sensor 115 is connected to the first segment 125 of the protective cover 113. The first segment 125 transmits the force to the intermediate segment 127, and then through the intermediate segment 127 to the second segment 126.

[0117] Preferably, 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 braking device 150 is spaced apart from the first segment 125 along the vertical force direction F. There is a gap between the braking device 150 and the first segment 125 along the vertical force direction F. The force exerted by the first segment 125 does not act on the braking device 150 through the vertical force direction F. The second segment 126 is connected to the rotating member 114.

[0119] In a preferred embodiment, the aircraft nose landing gear turning multi-condition friction load simulation system 100 further includes a fixing plate 123, which is connected to a protective cover 113. The protective cover 113 is connected to a support frame via the fixing plate 123. The fixing plate 123 is arranged parallel to 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 lifting 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 nose landing gear 200. The force exerted by the protective cover 113 is transmitted to the aircraft nose 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 also connected to the other end of the protective cover 113 along the direction of the vertical force F. The fixing plate 123 and the protective cover 113 are connected together by a connector. 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 connector. The force exerted by the second section 126 of the protective cover 113 is transmitted to the fixing plate 123. The fixing plate 123 is used to connect to the aircraft's nose landing gear 200. The vertical force is applied to the aircraft's nose landing gear 200 through the fixing plate 123.

[0121] To ensure that the vertical force output by the lifting device 130 does not deviate during transmission, the aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a guide post 170, which is mounted to a support frame. The guide post 170 is fixed to the support frame. The axial direction of the guide post 170 is parallel to the direction of the vertical force. The length direction of the guide post 170 is parallel to the direction F of the vertical force. Figure 1 and Figure 3 As shown, the multi-condition friction load simulation system 100 for aircraft nose landing gear turning also includes a guide column fixing plate 173, with the top of the guide column 170 connected to the guide column fixing plate 173. The test bench 101 includes a frame, which is connected to a ground rail 102. The frame includes horizontal and vertical tubes, which together form the frame; preferably, the horizontal and vertical tubes are square tubes. 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 horizontal tube, and the connecting plate 103 is fixed to the horizontal tube with screws, thereby restricting the circumferential movement of the guide column fixing plate 173.

[0122] The guide post 170 penetrates the fixed plate 123. The fixed plate 123 can slide along the guide post 170 under the action of the lifting device 130. The fixed plate 123 is provided with guide holes, the axial direction of which is parallel to the direction of the vertical force. The guide post 170 passes through the guide holes. The fixed plate 123 moves along the length of the guide post 170. The fixed plate 123 is provided with multiple guide holes, and multiple guide posts 170 pass through these holes respectively, so that all multiple guide posts 170 provide guidance for the fixed plate 123. To ensure smooth and stable vertical movement of the fixed plate 123, combined with... Figure 4 As shown, a linear bearing 171 is installed between the guide post 170 and the fixed plate 123.

[0123] To ensure the support plate 111 is positioned at the predetermined location, the aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a screw 172 and a nut, with the nut threadedly connected to the screw 172. The screw 172 is fixedly mounted on the support frame, specifically, it is fixed to the guide post 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 parallel to the guide post 170. The screw 172 passes through the support plate 111. The support plate 111 has a threaded hole, the axial direction of which is parallel to the vertical force direction F. The screw 172 passes through this threaded hole. The support plate 111 can slide axially along the screw 172 and can be positioned by the nut. The nut supports the support plate 111 to position it. After the support plate 111 reaches its designated position, the nut is tightened to prevent it from sliding down.

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

[0125] Preferably, bearing 116 is configured as a thrust bearing. Bearing 116 includes a fixed member and a rotating member, the rotating member being rotatable relative to the fixed member. The fixed member and the rotating member are spaced apart along the vertical force direction. The fixed member is configured as a ring structure. The fixed member is connected to a protective cover 113. One end of the fixed member along the radial direction of the rotation axis 152 is connected to the protective cover 113. The fixed member is connected to the protective cover 113 via a connector. The rotating member is configured as a ring structure. The rotating member is connected to a rotating member 114. One end of the rotating member along the radial direction of the rotation axis 152 is connected to the rotating member 114. The rotating member and the rotating member 114 are connected via a connector. Rotation of the aircraft's nose landing gear 200 can drive the rotating member to rotate. Rotation of the aircraft's nose landing gear 200 can drive the rotating member to rotate in the same direction.

[0126] The bearing 116 may also include rollers located between the fixed member and the rotating member. The other end of the fixed member along the radial direction of the rotation shaft 152 is connected to the protective cover 113. The other end of the rotating member along the radial direction of the rotation shaft 152 is connected to the rotating member 114. The rollers roll between the fixed member and the rotating member. The rollers are located between the fixed member and the rotating member along the vertical force direction F. The rollers are located between the fixed member and the rotating member along the axial direction of the rotation shaft 152. The axial direction of the rollers is parallel to the radial direction of the rotation shaft 152. Rotation of the rotating member can drive the rollers to rotate. The rotating member can rotate relative to the fixed member. Thus, the rotating member does not affect the fixed member when it rotates with the driven member. Furthermore, the vertical force of the fixed member can be transmitted to the rotating member. The fixed member, the rollers, 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 along the direction of the vertical force through the rollers. The vertical force of the fixed member is transmitted to the rotating member along the axial direction of the rotation shaft 152 through the rollers.

[0127] Furthermore, the aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a bracket 145, which is located between the protective cover 113 and the rotating member 114. A clutch device 140 is located within the bracket 145. The bracket 145 houses the clutch device 140. To save space, the bracket 145 includes a large portion 146 and a small portion 147, which are connected. The dimension of the large portion 146 along the vertical force direction F is larger than the dimension of the small portion 147. Preferably, the large portion 146 and the small portion 147 are connected along the circumferential direction of the rotation axis 152. The dimension of the large portion 146 along the axial direction of the rotation axis 152 is larger than the dimension of the small portion 147.

[0128] The drive unit 131 is closer to the aircraft nose landing gear 200 in the vertical force direction F than the protective cover 113. The drive unit 131 is also closer to the aircraft nose landing gear 200 in the axial direction of the rotation axis 152 than the protective cover 113. The small portion 147 abuts against the power mechanism. In particular, the small portion 147 abuts against the drive unit 131. The large portion 146 abuts against the protective cover 113. In this way, the vertical force can be transmitted to the aircraft nose landing gear 200 through the bracket 145. Preferably, the large portion 146 abuts 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 through the bracket 145 to the bearing 116, thereby to the rotating member 114, and then to the aircraft nose landing gear 200. Preferably, a bushing is provided at the top of the bracket 145. The bushing is connected to the bearing 116. The bushing is connected to the fixing member. The vertical force is transmitted to the bushing through the bracket 145, and then to the fixed member, roller and rotating member through the bushing, and finally to the rotating member 114.

[0129] Furthermore, the aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a reducer mounting base 134, located between the rotating member 114 and the jacking device 130. The reducer mounting base 134 is positioned below the reducer 133 to support it. Specifically, the reducer mounting base 134 is located between a fixed plate 123 and a bracket 145. The reducer mounting base 134 is rigidly connected to the fixed plate 123. The reducer mounting base 134 is rigidly connected to the bracket 145. Vertical forces can be transmitted from the fixed plate 123 to the bracket 145.

[0130] The jack is sequentially connected to the support column 112, force sensor 115, protective cover 113, fixing plate 123, reducer mounting base 134, bracket 145, and bushing. 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 aircraft's nose landing gear 200 through the fixing plate 123, reducer mounting base 134, bracket 145, bearing 116, and rotating component 114, thereby realizing the loading of vertical force from the ground. The electric jack is used to simulate the vertical force loading of the landing gear by the ground.

[0131] The multi-condition friction load simulation system 100 for aircraft nose landing gear turning can simulate the passive loading of frictional forces. A braking device 150 can brake the rotation of the aircraft nose landing gear 200. The braking device 150 includes a brake 151, which can brake a rotating member 114 via a rotating shaft 152. The rotating shaft 152 is connected to the rotating member 114. 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 connect to the aircraft nose landing gear 200. The axial direction of the rotating shaft 152 is parallel to the direction of the vertical force. Preferably, the central axis of the rotating shaft 152 coincides with the central axis of the output shaft of the lifting device 130. This ensures the coaxiality of the output force of the lifting device 130 and the rotating shaft 152.

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

[0133] Brake 151 is located within protective cover 113. Brake 151 is mounted to mounting plate 123. Mounting plate 123 covers the top of brake 151. The top of brake 151 is connected to mounting plate 123 via a connector. Brake 151 is spaced apart from protective cover 113 along the vertical force direction. Brake 151 can brake the aircraft nose landing gear 200 by braking rotating shaft 152. Brake 151 can be pneumatically, hydraulically, or electrically driven. Brake 151 can brake the rotating rotating shaft 152, thereby braking the rotating aircraft nose landing gear 200. Brake 151 can stop the rotating rotating shaft 152, thereby stopping the rotating aircraft nose landing gear 200.

[0134] The brake 151 includes a brake bore, the axial direction of which is parallel to the direction of the vertical force F. The central axis of the brake bore 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 bore. The brake 151 directly brakes the rotating shaft 152, thereby stopping the rotation of the rotating shaft 152, which in turn stops the rotation of the rotating member 114, and ultimately stops the aircraft's nose landing gear 200 from rotating.

[0135] The braking device 150 also includes an encoder 156, which is connected to the rotating shaft 152. The encoder 156 is fitted onto the rotating shaft 152. The encoder 156 rotates as the rotating shaft 152 rotates. The encoder 156 is used to detect and provide feedback on the rotation angle of the aircraft's nose landing gear 200.

[0136] To ensure a secure connection between the aircraft's nose landing gear 200 and the rotating component 114, the rotating component 114 is provided with a groove 128. The groove 128 is located on the top surface of the rotating component 114. The groove 128 and the rotating component 114 are fixedly connected. The groove 128 and the rotating component 114 can be integrally formed. The groove 128 can protrude from the top surface of the rotating component 114. The opening of the groove 128 faces the aircraft's nose landing gear 200. A positioning component 129 is provided in the groove 128, and the positioning component 129 is used to connect to the aircraft's nose landing gear 200. The positioning component 129 engages with the groove 128. The width direction of the groove 128 is parallel to the rotation direction of the aircraft's nose landing gear 200. The positioning component 129 abuts against the groove 128 along the rotation direction of the aircraft's nose landing gear 200. The positioning component 129 can push the groove 128 to rotate.

[0137] To ensure the aircraft's nose landing gear 200 is secured to the positioning member 129, the aircraft nose landing gear turning multi-condition friction load simulation system 100 also includes a clamp 119 for clamping the aircraft nose landing gear 200. The clamp 119 is connected to the positioning member 129. The clamp 119 is connected to the positioning member 129 via a connector, such as a bolt or screw. The clamp 119 is configured as a gripping clamp. The clamp 119 has a U-shaped structure. The aircraft nose landing gear 200 includes a wheel axle, and the clamp 119 includes a wheel axle cavity, within which the wheel axle is located.

[0138] A flexible member is also provided between the clamp 119 and the wheel axle of the aircraft nose landing gear 200. The flexible member is in close contact with the wheel axle of the aircraft nose landing gear 200. The flexible member is also in close contact with the clamp 119. The flexible member includes a polytetrafluoroethylene (PTFE) semi-ring. Thus, the PTFE semi-ring can deform slightly after clamping, which provides sufficient clamping force without damaging the aircraft nose landing gear 200. The clamping clamp holds the wheel axle of the aircraft nose landing gear 200. The clamp 119 is used to clamp the wheel axle.

[0139] The clamp 119 is connected to the positioning member 129 via a connector. This clamps the wheel axle to the positioning member 129. Rotation of the aircraft's nose landing gear 200 causes the positioning member 129 to rotate, which in turn causes the groove 128 to rotate, and consequently, the rotating member 114 to rotate. To accommodate different wheelbases of the aircraft's nose landing gear 200, the groove 128 has a tapered cross-section. The clamp 119 and the positioning member 129 are connected by screws. The positioning member 129 and the groove 128 slide against each other. The tapered surface design between the positioning member 129 and the groove 128 allows for the transmission of vertical and tangential loads and enables automatic positioning.

[0140] The braking device 150 also includes a limit switch 155, which limits the rotation angle of the aircraft's nose landing gear 200. The limit switch 155 is mounted on a support frame. The limit switch 155 is located to the side of the aircraft's nose landing gear 200. The limit switch 155 is spaced apart from the aircraft's nose landing gear 200. The limit switch 155 is spaced apart from the aircraft's nose landing gear 200 along the radial direction of the rotation axis 152. The limit switch 155 is connected to the support frame. The braking device 150 also includes two limit switches 155, each located at its rotational limit position, with a zero-point position switch located between the two limit switches 155. The two limit switches 155 are located at +85° and -85° rotation positions of the aircraft's nose landing gear 200, respectively. When the aircraft's nose landing gear 200 rotates to the +85° and -85° positions respectively, the limit switch 155 generates a switching signal, thereby achieving precise control of the nose landing gear rotation.

[0141] Brake 151 is mounted on fixed plate 123. Clamp 119 holds the wheel axle of the aircraft nose landing gear 200. The actuator of the aircraft nose landing gear servo mechanism 105 drives the aircraft nose landing gear 200 to rotate, which in turn drives the clamp 119, rotating component 114, torque sensor 154, rotating shaft 152, and the rotor inside brake 151 to rotate. During simulation experiments, brake 151 operates, and friction between brake 151 and rotating shaft 152 generates resistance, thus simulating the passive loading of frictional force and diversifying the methods of frictional force loading.

[0142] like Figure 1 As shown, the multi-condition friction load simulation system 100 for aircraft nose landing gear turning also includes a control system 180. The control system 180 is pre-designed to simulate the vertical ground force and friction at any position of the landing gear during takeoff and landing, serving as force control command signals. Simultaneously, it collects angle and loading force feedback signals in real time. In the actual simulation experiment, the control system 180 controls the actuator of the aircraft nose landing gear servo mechanism 105 via a junction box 181, causing the clamp 119, rotating component 114, torque sensor 154, and rotating shaft 152 to rotate. When the servo mechanism pushes the landing gear to rotate, the control system 180 sends an energizing signal to the electric jack, achieving real-time force loading of the electric jack and completing the loading of the vertical ground force. Simultaneously, the control system 180 controls the operation of the brake 151, generating resistance between the brake 151 and the rotor, thus simulating the passive loading of friction force.

[0143] When passive loading is required, brake 151 is vented, pneumatic clutch is de-vented, and servo motor 132 is de-energized. When active loading is required, brake 151 is de-vented, pneumatic clutch is vented, clutch body 141 engages with gear disc 142, and servo motor 132 is energized. When both active and passive loading are required, the active loading structure acts as the landing gear steering mechanism actuator, i.e., drive unit 131 acts as the landing gear steering mechanism actuator. The controller controls the operation of drive unit 131 and clutch unit 140. Drive unit 131 outputs power to turn the aircraft's nose wheel, brake 151 is vented, simulating the friction force experienced by the nose wheel.

[0144] In conditions requiring passive loading: the control system 180 is pre-designed to simulate the vertical ground force and friction at any position of the landing gear during takeoff and landing, serving as force control command signals. Simultaneously, it collects angle and loading force feedback signals in real time. In actual simulation tests, the control system 180 controls the landing gear steering mechanism actuator to move, causing the rotor within the clamping fixture 119, rotating component 114, torque sensor 154, rotating shaft 152, and brake 151 to rotate with the landing gear. When the steering mechanism actuator pushes the landing gear to rotate, the control system 180 sends an energizing signal to the electric jack, controlling the real-time force loading of the electric jack to complete the loading of the vertical ground force. Simultaneously, the control system 180 controls the brake 151 to ventilate, generating resistance between the brake 151 and the rotor, thus simulating the passive loading of frictional force.

[0145] In operating conditions requiring active loading: the control system 180 is pre-programmed with the ground vertical force and friction force at any position of the landing gear during takeoff and landing, serving as force control command signals. Simultaneously, it collects angle and loading force feedback signals in real time. In actual simulation tests, the control system 180 controls the landing gear steering mechanism actuator to move, causing the rotor within the clamping clamp 119, rotating component 114, torque sensor 154, rotating shaft 152, and brake 151 to rotate with the landing gear. When the steering mechanism actuator pushes the landing gear to rotate, the control system 180 sends an energizing signal to the electric jack, enabling real-time force loading by controlling the electric jack and completing the loading of the ground vertical force. Simultaneously, the control system 180 controls the pneumatic clutch to supply gas, the clutch body 141 engages with the gear disc 142, the servo motor 132 is energized, the servo motor 132 drives the reducer 133 to rotate, which in turn drives the gear disc 142, the clutch body 141, the rotating shaft 152, the torque sensor 154, the rotating component 114, the clamping clamp 119 and the landing gear to rotate, thereby simulating the active loading of friction.

[0146] In situations requiring simultaneous active and passive loading: the control system 180 is pre-designed to simulate the vertical ground force and friction at any position of the landing gear during takeoff and landing, serving as force control command signals. Simultaneously, it collects angle and loading force feedback signals in real time. In actual simulation tests, the control system 180 controls the active loading structure, i.e., controls the pneumatic clutch to supply gas, engaging the clutch body 141 with the gear disc 142. The servo motor 132 is energized, driving the reducer 133 to rotate, which in turn drives the gear disc 142, clutch body 141, rotating shaft 152, torque sensor 154, rotating component 114, clamping clamp 119, and landing gear to rotate, thus replacing the steering mechanism actuator to drive the landing gear's rotation. When the active loading structure activates, the control system 180 sends an energizing signal to the electric jack, controlling its real-time force loading to complete the application of the vertical ground force. Simultaneously, the control system 180 controls the brake 151 to supply air, generating resistance between the brake 151 and the rotor, thus simulating the passive loading of frictional force.

[0147] Unless otherwise defined, the technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for descriptive purposes only and is not intended to limit the scope of this application. Terms such as “part” or “component” appearing herein can refer to a single part or a combination of multiple parts. Terms such as “installation” or “installation” appearing herein can refer to one component being directly attached to another component or one component being attached to another component via an intermediary. A feature described in one embodiment herein may be applied, alone or in combination with other features, to another embodiment, unless that feature is not applicable in that other embodiment or is otherwise stated.

[0148] This application has been described through the above embodiments; however, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit this application to the described embodiments. Furthermore, those skilled in the art will understand that this application is not limited to the above embodiments, and many more variations and modifications can be made based on the teachings of this application, all of which fall within the scope of protection claimed in this application. The scope of protection of this application is defined by the appended claims and their equivalents.

Claims

1. A multi-condition friction load simulation system for aircraft nose landing gear turning, characterized in that, The multi-condition friction load simulation system for aircraft nose landing gear turning includes: The support frame has an upper part for fixing the aircraft's nose landing gear and a lower part for supporting the lifting device. A protective cover is provided at the output end of the lifting device; A rotating component, rotatably mounted on the protective cover, is used to connect to the aircraft's nose landing gear; 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 lifting device is transmitted to the aircraft's nose landing gear via the protective cover and the rotating component to simulate the vertical force exerted by the ground on the nose landing gear when it touches the ground. The power mechanism includes a drive unit and a clutch unit, wherein the drive unit is detachably connected to the rotating component via the clutch unit. The aircraft's nose landing gear servo mechanism drives the aircraft's nose landing gear to rotate. The drive device can output braking force to brake the rotating component, simulating the friction load experienced by the aircraft's nose landing gear when it turns.

2. The multi-condition friction load simulation system for aircraft nose landing gear turning according to claim 1, characterized in that, The power mechanism also includes a braking device, which is located within the protective cover. The drive device can output driving power to drive the rotating component to rotate, thereby driving the aircraft's nose landing gear to turn. The braking device can brake the rotating component to simulate the friction load experienced by the aircraft's nose landing gear when it turns.

3. The multi-condition friction load simulation system for aircraft nose landing gear turning according to claim 1, characterized in that, The power mechanism includes a braking device, and the aircraft's nose landing gear servo mechanism drives the nose landing gear to rotate. The braking device brakes the rotating component to simulate the frictional load experienced by the aircraft's nose landing gear when it turns.

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

5. The multi-condition friction load simulation system for aircraft nose landing gear turning according to claim 4, characterized in that, The power mechanism includes a drive 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 drive device can drive the gear plate to rotate. The clutch body and the gear plate are detachably connected.

6. The multi-condition friction load simulation system for aircraft nose landing gear turning according to claim 5, characterized in that, The clutch body includes a moving mechanism that can extend and retract along the axial direction of the rotating shaft. The moving mechanism and the gear disc have teeth that can mesh with each other on their opposing surfaces.

7. The multi-condition friction load simulation system for aircraft nose landing gear turning according to claim 6, characterized in that, The moving mechanism includes a first surface, and the gear disk includes a second surface opposite to the first surface. The first surface is provided with a first tooth, and the second surface is provided with a second tooth. The first surface is movable between an engaged position and a disengaged position. The first tooth and the second tooth are spaced apart at the separation position. The first tooth located at the meshing position meshes with the second tooth.

8. The multi-condition friction load simulation system for aircraft nose landing gear turning according to claim 4, characterized in that, It also includes a torque sensor, one end of which is connected to the rotating component, and the other end of which is connected to the power mechanism.

9. The multi-condition friction load simulation system for aircraft nose landing gear turning according to claim 8, characterized in that, It also includes a slider and a slide block, the slider being connected to the rotating shaft and the slide block being connected to the rotating member, the slide block being spaced apart from the slider along the radial direction of the rotating shaft.

10. The multi-condition friction load simulation system for aircraft nose landing gear turning according to claim 8, characterized in that, It also includes a locking disc, through which the rotating shaft is locked to the torque sensor.

11. The multi-condition friction load simulation system for aircraft nose landing gear turning according to claim 1, characterized in that, The power mechanism includes a drive unit and a clutch unit. The drive unit includes a servo motor and a reducer. The clutch unit includes a geared disc, which is connected to the servo motor via the reducer. The servo motor can output torque to drive the gear disk to rotate.

12. The multi-condition friction load simulation system for aircraft nose landing gear turning according to claim 1, characterized in that, The rotating component is provided with a groove, and a positioning component is provided in the groove. The positioning component is used to connect to the nose landing gear of the aircraft, and the positioning component engages with the groove.

13. The aircraft nose landing gear turning multi-condition friction load simulation system according to claim 12, characterized in that, The groove has a conical cross-section.

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

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

16. The multi-condition friction load simulation system for aircraft nose landing gear turning according to claim 1, characterized in that, It also includes a bracket located between the protective cover and the rotating component. The bracket includes a large portion and a small portion. The large portion abuts against the protective cover, and the small portion abuts against the power mechanism. The clutch device is located inside the bracket.

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