Aircraft nose landing gear turning vertical and friction load simulation system

Abstract

The invention relates to the technical field of aircraft tests, in particular to an aircraft nose landing gear turning vertical and friction load simulation system. The airplane nose landing gear turning vertical and friction load simulation system comprises a supporting frame, a jacking device, a protection cover and a rotating disc, the upper portion of the supporting frame is used for fixing an airplane nose landing gear, the jacking device is supported by the lower portion of the supporting frame, the protection cover is arranged at the output end of the jacking device, and the rotating disc is rotationally arranged on the protection cover and used for being connected to the airplane nose landing gear. A braking device is arranged in the protection cover and used for braking the rotating disc, the aircraft nose landing gear servo mechanism pushes the nose landing gear to rotate, and the braking device brakes the rotating disc to simulate friction loads borne by the aircraft nose landing gear during turning; the jacking device outputs vertical force, and the vertical force is transmitted to the nose landing gear of the airplane through the protective cover and the rotating disc 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 turning vertical and friction load simulation system for 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; and the rotary motion components are actively loaded. 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 vertical and friction loads of a front landing gear of an aircraft when turning is provided. The system for simulating vertical and friction loads of a front landing gear of an aircraft when turning is provided 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 disk 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 disk;

[0008] The front landing gear servo mechanism of the aircraft drives the front landing gear to rotate, and the braking device brakes the rotating disk to simulate the friction load on the front landing gear of the aircraft when turning; the jacking device outputs a vertical force, which is transmitted to the front landing gear of the aircraft through the protective cover and the rotating disk to simulate the vertical force of the ground on the front landing gear when the front landing gear of the aircraft touches the ground.

[0009] According to the aircraft front landing gear turning vertical and friction load simulation system of the present application, the aircraft front landing gear turning vertical and friction load simulation system includes a support frame, a jacking device, a protective cover and a rotating disk, the upper part of the support frame is used to fix the aircraft front landing gear, and the lower part supports the simulation system, the jacking device is arranged on the support frame, the protective cover is arranged at the output end of the jacking device, the rotating disk is rotatably arranged on the protective cover, and is used to connect to the aircraft front landing gear, and a braking device is arranged in the protective cover, the braking device is used to brake the rotating disk, the aircraft front landing gear servo mechanism drives the front landing gear to rotate, and the braking device brakes the rotating disk to simulate the friction load received by the aircraft front landing gear when turning; the jacking device outputs a vertical force, which is transmitted to the aircraft front landing gear through the protective cover and the rotating disk 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, and the braking device can simulate the reverse friction load of the ground, thereby simulating the turning friction load on the aircraft front landing gear, and the structure is simple.

[0010] 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.

[0011] Optionally, the protective cover includes a first section, a second section and a middle section, the middle section is located between the first section and the second section, the middle section extends from the first section to the second section along the vertical force direction, the first section is connected to the force sensor, and the second section is connected to the rotating disk.

[0012] Optionally, the rotating disk can rotate relative to the protective cover through a rotating assembly, and the rotating assembly includes:

[0013] a fixing member fixedly connected to the protective cover; and

[0014] The rotating member is fixedly connected to the rotating disk, and the rotating member is rotatable relative to the fixed member.

[0015] Optionally, a fixing plate is provided between the protective cover and the fixing member, a guide column is fixed on the support frame, the guide column passes through the fixing plate and the axial direction is parallel to the vertical force direction, and the fixing plate can slide along the guide column under the action of the lifting device.

[0016] Optionally, the protective cover comprises a hollow chamber, the braking device is located in the chamber, the braking device brakes the rotating disk via a rotating shaft, and the rotating shaft is fixedly connected to the rotating disk.

[0017] Optionally, a torque sensor is provided between the braking device and the rotating shaft, one end of the torque sensor is connected to the rotating shaft via a coupling, and the other end of the torque sensor extends into the rotor of the braking device.

[0018] Optionally, an encoder is provided on the rotating shaft, and an extreme limit switch is provided on the supporting frame.

[0019] Optionally, the lifting device is connected to the force sensor via a support column, and the support column is fixed on a support plate; a screw extending in the vertical force direction is fixedly provided on the support frame, the screw passes through the support plate, and the support plate can slide axially along the screw and can be positioned by a nut.

[0020] Optionally, it also includes a clamp, which is connected to the rotating disk, and is used to clamp the wheel axle of the front landing gear of the aircraft, and a flexible component capable of generating elastic deformation is arranged in the clamp. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] 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,

[0022] Figure 1 It is a three-dimensional schematic diagram of a system for simulating vertical and friction loads of a front landing gear turning of an aircraft according to a preferred embodiment of the present application;

[0023] Figure 2 for Figure 1 The front view schematic diagram of the aircraft nose landing gear turning vertical and friction load simulation system shown;

[0024] Figure 3 for Figure 2 Schematic diagram of the cross section taken along line AA;

[0025] Figure 4 for Figure 3 A partial enlarged view of the aircraft nose landing gear turning vertical and friction load simulation system is shown;

[0026] Figure 5 for Figure 1 The schematic diagram of a part of the aircraft nose landing gear turning vertical and friction load simulation system is shown;

[0027] Figure 6 for Figure 5 A partial enlarged view of part B in FIG.

[0028] Description of reference numerals:

[0029] 100: Aircraft front landing gear turning vertical and friction load simulation system

[0030] 101: Platform 102: Ground Track

[0031] 103: Connecting plate 104: Hanging fixture

[0032] 105: Aircraft front landing gear servo mechanism

[0033] 111: Support plate 112: Support column

[0034] 113: Protective cover 114: Rotating plate

[0035] 115: Force sensor 116: Rotational component

[0036] 117: Fixed member 118: Rotating member

[0037] 119: Clamp 120: Flexible member

[0038] 121: Clamping plate 122: Slot

[0039] 123: Fixed plate 124: Bottom plate

[0040] 125: First paragraph 126: Second paragraph

[0041] 127: Middle section 130: Lifting device

[0042] 150: Braking device 151: Brake

[0043] 152: Rotating shaft 153: Rotor

[0044] 154: Torque sensor 155: Limit switch

[0045] 156: Encoder 157: Encoder shaft

[0046] 158: Coupling 170: Guide column

[0047] 171: Linear bearing 172: Screw

[0048] 173: Guide column fixing plate 180: Control system

[0049] 181: Junction box 200: Aircraft front landing gear

[0050] 202: Wheel axle DETAILED DESCRIPTION

[0051] 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 obvious 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.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] like Figure 1As shown, the present application provides a vertical turning and friction load simulation system 100 for the front landing gear of an aircraft, which can simulate various ground tests of the front landing gear 200 of an aircraft on the ground. For example, the vertical turning and friction load simulation system 100 for the front landing gear of an aircraft can simulate the landing run, braking deceleration, control turn, taxiing takeoff, etc. experienced by the aircraft from landing to taking off again. In particular, the vertical turning and friction load simulation system 100 for the front landing gear of an aircraft can simulate the reaction force generated by the contact between the ground and the tire during the turn, specifically the vertical force upward along the ground and the friction force opposite to the sliding direction of the aircraft.

[0057] Combination Figure 2 and Figure 3 As shown, the aircraft nose landing gear turning vertical and 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 200 is connected to the support frame. The support frame includes a stand 101 and a hanging fixture 104, and the upper part of the support frame is used to fix the aircraft nose landing gear. Specifically, the stand 101 is used to support the aircraft nose landing gear 200. For example, the stand 101 is used to support the aircraft nose landing gear 200. The aircraft nose landing gear 200 is installed on the stand 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 vertical and 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.

[0058] The lower part of the support frame supports a lifting device 130. Specifically, Figure 4 As shown, the aircraft nose landing gear turning vertical and friction load simulation system 100 also includes a jacking device 130, a protective cover 113, a rotating disk 114 and a braking device 150. The jacking device 130 is used to apply a force to the aircraft nose landing gear 200, and the braking device 150 is used to brake the aircraft nose landing gear 200. The jacking device 130 is arranged on a support frame. In particular, the jacking device 130 is connected to a 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.

[0059] 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 connected to the protective cover 113. 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.

[0060] 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.

[0061] The rotating disk 114 is used to be connected to the front landing gear 200 of the aircraft. The rotating disk 114 can be detachably connected to the front landing gear 200 of the aircraft. The rotating disk 114 is used to be connected to the front landing gear 200 of the aircraft. The rotating disk 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 202, and the wheel shaft 202 is connected to the rotating disk 114. The rotating disk 114 is also rotatably arranged on the protective cover 113. The rotating disk 114 can rotate relative to the protective cover 113.

[0062] The rotating disk 114 is configured as a disk-shaped structure. The rotating disk 114 is fixed to the front landing gear 200 of the aircraft. The rotating disk 114 can rotate with the front landing gear 200 of the aircraft. The rotating disk 114 is rotatably connected to the protective cover 113. The protective cover 113 and the rotating disk 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 disk 114. The rotating disk 114 and the protective cover 113 are arranged along the vertical force direction F. In this way, the jacking device 130 outputs a vertical force, which is transmitted to the front landing gear 200 of the aircraft through the protective cover 113 and the rotating disk 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 disk 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.

[0063] 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.

[0064] A brake device 150 is provided in the protective cover 113. The brake device 150 is connected to the rotating disk 114. The brake device 150 is detachably connected to the rotating disk 114. The brake device 150 is used to brake the rotating disk 114. The brake device 150 brakes the front landing gear 200 of the aircraft by braking the rotating disk 114. The front landing gear servo mechanism 105 of the aircraft pushes 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 disk 114 to simulate the friction load received by the front landing gear 200 of the aircraft when turning. In this way, the brake 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 exerts an active load on the ground, and the ground exerts a reverse friction load on the aircraft landing gear in the opposite direction of the turning. The brake 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.

[0065] According to the aircraft nose landing gear turning vertical and friction load simulation system 100 of the present application, the aircraft nose landing gear turning vertical and friction load simulation system includes a support frame, a jacking device, a protective cover and a rotating disk, the upper part of the support frame is used to fix the aircraft nose landing gear, the lower part supports the jacking device, the protective cover is arranged at the output end of the jacking device, the rotating disk is rotatably arranged on the protective cover, and is used to connect to the aircraft nose landing gear, and a braking device is arranged in the protective cover, the braking device is used to brake the rotating disk, the aircraft nose landing gear servo mechanism drives the nose landing gear to rotate, and the braking device brakes the rotating disk to simulate the friction load received by the aircraft nose landing gear when turning; the jacking device outputs a vertical force, which is transmitted to the aircraft nose landing gear through the protective cover and the rotating disk 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 jacking device 130 can simulate the vertical load applied to the aircraft nose landing gear 200, and the braking device 150 can simulate the reverse friction load of the ground, thereby simulating the turning friction load on the aircraft nose landing gear 200, and the structure is simple.

[0066] Specifically, Figure 4 As shown, the aircraft nose landing gear turning vertical and friction load simulation system 100 further 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 vertical and friction load simulation system 100 further 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.

[0067] 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 2 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 .

[0068] The support column 112 includes a large-size portion and a small-size portion, and the size of the small-size portion is smaller than that of the large-size portion. The size of the support hole is smaller than that of the large-size portion. The size of the support hole along the radial direction of the support hole is smaller than that of the large-size portion. The small-size portion is inserted into the support hole, and the large-size portion is against the support plate 111. The large-size portion and the support plate 111 are connected together by a connecting piece.

[0069] 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.

[0070] As an optional embodiment, the aircraft front landing gear turning vertical and friction load simulation system 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.

[0071] The lifting device 130 is located below the force sensor 115 along the vertical force direction F. The lifting device 130 and the force sensor 115 are closely fitted along the vertical force direction F. In particular, the inner ring of the force sensor 115 is fixed to the support column 112. The support column 112 and the force sensor 115 are closely fitted along the vertical force direction F. The outer ring of the force sensor 115 is installed on the protective cover 113. The protective cover 113 is located above the force sensor 115 along the vertical force direction F. The protective cover 113 and the force sensor 115 are closely fitted 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 F, and the force sensor 115 transmits the force to the protective cover 113.

[0072] 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 chamber. A portion of 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.

[0073] 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.

[0074] 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.

[0075] 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 F.

[0076] The braking device 150 is spaced apart from the first section 125 along the vertical force direction F. A gap exists between the braking 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 braking device 150 through the vertical force direction F.

[0077] The second section 126 is connected to the rotating disk 114. As a preferred embodiment, the aircraft front landing gear turning vertical and friction load simulation system also includes a fixing plate 123, and the fixing plate 123 is connected to the protective cover 113. 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 F. 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 F. 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.

[0078] 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 force of the fixing plate 123 is transmitted to the front landing gear 200 of the aircraft. The force of the fixing plate 123 is applied to the front landing gear 200 of the aircraft along the vertical force direction F.

[0079] 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 vertical and 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 length direction of the guide column 170 is parallel to the vertical force direction F. Figure 2 and Figure 5 As shown, the aircraft front landing gear turning vertical and friction load simulation system 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.

[0080] The guide column 170 passes through the fixed plate 123. The axial direction of the guide column 170 is parallel to the vertical force direction. The fixed plate 123 can slide along the guide column 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 F. The guide column 170 passes through the guide hole. The fixed plate 123 moves along the length direction of the guide column 170. The fixed plate 123 is provided with a plurality of guide holes, and the plurality of guide columns 170 respectively pass through the plurality of guide holes, so that the plurality of guide columns 170 all play a guiding role on the fixed plate 123. In order to make the fixed plate 123 move up and down smoothly, combined Figure 4 As shown, a linear bearing 171 is installed between the guide column 170 and the fixing plate 123 .

[0081] In order to ensure that the support plate 111 is positioned at a predetermined position, the aircraft front landing gear turning vertical and friction load simulation system 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 along the axial direction of 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.

[0082] The rotating disk 114 is located between the front landing gear 200 of the aircraft and the fixed plate 123. The rotating disk 114 is located between the front landing gear 200 of the aircraft and the fixed plate 123 along the vertical force direction F. The force of the fixed plate 123 is applied to the front landing gear 200 of the aircraft through the rotating disk 114. The rotating disk 114 and the front landing gear 200 of the aircraft can both rotate. The aircraft front landing gear turning vertical and friction load simulation system also includes a rotating assembly 116, which is located between the fixed plate 123 and the rotating disk 114. The rotating assembly 116 can make the rotation of the rotating disk 114 not affect the fixed plate 123. The rotating disk 114 can rotate relative to the protective cover 113 through the rotating assembly 116.

[0083] The rotating assembly 116 includes a fixed member 117 and a rotating member 118, and the rotating member 118 can rotate relative to the fixed member 117. The fixed member 117 is configured as an annular structure. The fixed member 117 is fixedly connected to the protective cover 113. The fixed member 117 is connected to the protective cover 113 through a connecting piece. A fixing plate 123 is provided between the protective cover 113 and the fixed member 117. The rotating member 118 is fixedly connected to the rotating disk 114. The rotating member 118 and the rotating disk 114 are connected together by a snap-fitting manner. The rotation of the front landing gear 200 of the aircraft can drive the rotating member 118 to rotate. The rotation of the front landing gear 200 of the aircraft can drive the rotating member 118 to rotate in the same direction. The rotating member 118 is configured as an annular structure. The fixed member 117 is sleeved on the outside of the rotating member 118. The rotating assembly 116 can also include a roller, which is located between the fixed member 117 and the rotating member 118. The roller rolls between the fixed member 117 and the rotating member 118. The rotation of the rotating member 118 can drive the roller to rotate. In this way, the rotating member 118 will not affect the fixed member 117 when rotating with the passive member.

[0084] In order to ensure that the front landing gear 200 of the aircraft is fixed to the rotating disk 114, the aircraft front landing gear turning vertical and friction load simulation system 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 rotating disk 114. The clamp 119 is constructed as a clamp. The clamp 119 is constructed as a U-shaped structure. The front landing gear 200 of the aircraft includes a wheel shaft 202, and the clamp 119 includes a wheel shaft cavity, and the wheel shaft 202 is located in the wheel shaft cavity. The clamp 119 is used to clamp the wheel shaft 202. The clamp 119 is connected to the rotating disk 114 through a connecting member. As a result, the wheel shaft 202 is clamped to the rotating disk 114.

[0085] In order to facilitate the connection between the clamp 119 and the rotating disk 114, a clamping plate 121 is further included, and the clamping plate 121 is connected to the clamp 119. The clamping plate 121 is constructed as a clamping plate 121. The clamping plate 121 is also connected to the rotating disk 114. The clamping plate 121 is connected to the rotating disk 114 by welding or casting. The wheel shaft 202 of the front landing gear 200 of the aircraft is placed on the clamping plate 121. The clamping plate 121 is located below the clamp 119 and the front landing gear 200 of the aircraft. The clamping plate 121 supports the clamp 119 and the front landing gear 200 of the aircraft. The force of the rotating disk 114 is transmitted to the front landing gear 200 of the aircraft through the clamping plate 121.

[0086] like Figure 6As shown, the clamping plate 121 is provided with a groove 122. The length direction of the groove 122 is perpendicular to the vertical force direction F. Due to different vertical forces on the ground, the displacement of the wheel axle 202 of the front landing gear is different, so the groove 122 is configured in the form of an elongated ellipse. The groove 122 is connected to the clamp 119 through a connecting piece. The position of the connecting piece can be adjusted according to the actual position of the wheel axle 202.

[0087] In order to protect the front landing gear 200 of the aircraft (the wheel shaft 202 of the front landing gear 200 of the aircraft) from being damaged, Figure 4 , further comprising a flexible member 120, which can produce elastic deformation. The flexible member 120 is arranged in the clamp 119. The flexible member 120 is located in the clamp 119. The flexible member 120 is located between the clamp 119 and the front landing gear axle 202 of the aircraft. The flexible member 120 fits tightly with the front landing gear axle 202 of the aircraft. The flexible member 120 also fits tightly with the clamp 119. The flexible member 120 includes a polytetrafluoroethylene half ring. As a result, 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. A polytetrafluoroethylene half ring is installed in the clamp 119, and the clamp 119 is fixed to the clamping plate 121 by a hexagon socket screw.

[0088] 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 shaft 202 of the front landing gear 200 of the aircraft through the fixed plate 123, the rotating assembly 116, the rotating disk 114, and the clamping plate 121, thereby realizing the loading of the ground vertical force. The electric jack is used to simulate the vertical force loading of the ground on the landing gear.

[0089] The brake device 150 can brake the front landing gear 200 of the aircraft to rotate. The brake device 150 includes a brake 151 and a rotating shaft 152. The brake 151 can brake the rotating disk 114 through the rotating shaft 152. The rotating shaft 152 is fixedly connected to the rotating disk 114. The brake 151 can brake the front landing gear 200 of the aircraft by braking the rotating shaft 152. Specifically, the rotating shaft 152 is used to be connected to the front landing gear 200 of the aircraft. The axial direction of the rotating shaft 152 is parallel to the vertical force direction F. 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 between the output force of the jacking device 130 and the rotating shaft 152 is ensured.

[0090] The rotating shaft 152 is connected to the front landing gear 200 of the aircraft through the rotating disk 114. The rotating shaft 152 includes a connecting portion and a shaft, and the connecting portion is connected to the shaft. The size of the connecting portion is larger than the size of the shaft. The connecting portion protrudes from the rotating shaft 152 along the radial direction of the rotating shaft 152. The rotating disk 114 is constructed as a disk-shaped structure. The rotating disk 114 includes a rotating hole, and the axial direction of the rotating hole is parallel to the vertical force direction F. Preferably, the central axis of the rotating hole coincides with the central axis of the output shaft of the jacking device 130. The rotating shaft 152 is penetrated into the rotating hole. The size of the connecting portion is larger than the size of the rotating hole. The connecting portion is located outside the rotating disk 114. The shaft is located inside the rotating hole. The connecting portion is connected to the rotating disk 114 through a connecting member. The connecting member can be a bolt, a screw, etc. The rotation of the rotating disk 114 can drive the rotating shaft 152 to rotate. Preferably, the rotating assembly 116 is constructed as a thrust bearing. 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.

[0091] 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 along the vertical force direction F. 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.

[0092] In order to avoid interference between the front landing gear 200 of the aircraft and the rotating shaft 152, the rotating shaft 152 and the front landing gear 200 of the aircraft are spaced apart in the radial direction of the rotating shaft 152. The radial direction of the rotating shaft 152 is perpendicular to the vertical force direction F. The front landing gear 200 of the aircraft can rotate around the axial direction of the rotating shaft 152. An angle is formed between the front landing gear 200 of the aircraft and the rotating disk 114, and the angle can make the front landing gear 200 of the aircraft avoid the rotating shaft 152. In order to reduce damage to the rotating shaft 152, the braking device 150 also includes a rotor 153, and the rotor 153 is connected to the rotating shaft 152. The rotation of the rotating shaft 152 can drive the rotor 153 to rotate. The rotor 153 is located in the brake 151. The brake 151 can do work on the rotor 153 to stop the rotor 153 from rotating.

[0093] The aircraft front landing gear turning vertical and friction load simulation system further includes a torque sensor 154, which is located between the brake device 150 and the rotating shaft 152. The torque sensor 154 is arranged between the brake device 150 and the rotating shaft 152. The rotating shaft 152 is connected to the rotating shaft 152 through the torque sensor 154. The torque sensor 154 is used to detect the torque generated by the brake 151 braking the rotor 153. In order to reduce the size of the rotating shaft 152, the brake device 150 further includes a coupling 158, which is connected to the rotating shaft 152 to improve the stability of the rotation of the rotating shaft 152. The rotating shaft 152 is connected to the torque sensor 154 through the coupling 158.

[0094] 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. The coupling 158 includes a coupling hole, and the axial direction of the coupling hole is parallel to the vertical force direction F. The central axis of the coupling hole coincides with the central axis of the rotating shaft 152. One end of the torque sensor 154 is inserted into the coupling hole, and the other end of the torque sensor 154 is inserted into the brake hole. One end of the torque sensor 154 is connected to the rotating shaft 152 through the coupling 158. One end of the torque sensor 154 along the axial direction of the rotating shaft 152 is connected to the coupling 158. One end of the torque sensor 154 is keyed to the coupling 158. The other end of the torque sensor 154 extends into the rotor of the brake device 150. The other end of the torque sensor 154 along the axial direction of the rotating shaft 152 is connected to the rotor 153. The other end of the torque sensor 154 is key-connected to the rotor 153 .

[0095] One end of the coupling 158 along the axial direction of the rotating shaft 152 is connected to the torque sensor 154. The other end of the coupling 158 along the axial direction of the rotating shaft 152 is connected to the rotating shaft 152. The rotation of the rotating disk 114 drives the rotating shaft 152 to rotate, thereby driving the coupling 158 and the torque sensor 154 to rotate, and then driving the rotor 153 to rotate. The brake 151 brakes the rotor 153, thereby stopping the coupling 158 and the torque sensor 154 from rotating, thereby stopping the rotating shaft 152 and the rotating disk 114 from rotating, and finally stopping the front landing gear 200 of the aircraft from rotating.

[0096] 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 through a bracket. The brake device 150 further includes two extreme limit switches 155, which are respectively located at the rotation positions of +85° and -85° 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 extreme limit switch 155 generates a switch signal, thereby realizing precise control of the rotation of the front landing gear.

[0097] The brake device 150 also includes an encoder 156, which is connected to the rotating shaft 152. The encoder 156 is arranged on the rotating shaft 152. The encoder 156 is connected to the rotating shaft 152 through an encoder shaft 157. The encoder shaft 157 is connected to the rotating shaft 152. The encoder shaft 157 rotates as the rotating shaft 152 rotates. The encoder 156 is connected to the fixed plate 123 through a bracket. The encoder 156 is used to detect and feedback the rotation angle of the front landing gear 200 of the aircraft. The encoder shaft 157 is installed on the upper part of the rotating shaft 152. In this way, the encoder 156 can detect and feedback the rotation angle of the rotating shaft 152 in real time. In order to save installation space, the extreme limit switch 155 and the encoder 156 can share a bracket. The lower part of the bracket is connected and fixed to the fixed plate 123, and the encoder 156 and the extreme limit switch 155 are installed on the upper part of the bracket.

[0098] The brake 151 is mounted on the fixed plate 123. The coupling 158 connects the torque sensor 154 and the rotating shaft 152 together. The rotating shaft 152 is fixed to the rotating disk 114 by screws, the clamping plate 121 is also fixed to the rotating disk 114, and the clamp 119 holds the wheel shaft 202 of the front landing gear 200 of the aircraft. The actuator of the front landing gear servo mechanism 105 of the landing gear aircraft drives the front landing gear 200 of the aircraft to rotate, and the front landing gear 200 of the aircraft drives the clamping plate 121, the rotating disk 114, the rotating shaft 152, the coupling 158, the torque sensor 154 and the rotor 153 in the brake 151 to rotate. When performing the simulation experiment, the brake 151 works, and resistance is generated between the brake 151 and the rotor 153, thereby simulating the passive loading of the friction force, making the loading method of the friction force more diverse.

[0099] like Figure 1As shown, the aircraft front landing gear turning vertical and 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 actuator action of the front landing gear servo mechanism 105 of the landing gear aircraft through the junction box 181, and the clamping plate 121, the rotating disk 114, the rotating shaft 152, the coupling 158, the torque sensor 154, and the rotor 153 in the brake 151 rotate with the landing gear. When the servo mechanism drives 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 the friction between the brake 151 and the rotor 153 generates resistance, thereby simulating the passive loading of the friction force.

[0100] 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.

[0101] 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 system for simulating vertical and friction loads of a front landing gear of an aircraft, characterized in that: The aircraft nose landing gear turning vertical and 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 disk 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 disk; The front landing gear servo mechanism of the aircraft drives the front landing gear to rotate, and the braking device brakes the rotating disk to simulate the friction load on the front landing gear of the aircraft when turning; the jacking device outputs a vertical force, which is transmitted to the front landing gear of the aircraft through the protective cover and the rotating disk 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 vertical and friction load simulation system according to claim 1, 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.

3. The aircraft nose landing gear turning vertical and friction load simulation system according to claim 2, characterized in that: The protective cover includes a first section, a second section and a middle section, wherein the middle section is located between the first section and the second section, and the middle section extends from the first section to the second section along the vertical force direction, the first section is connected to the force sensor, and the second section is connected to the rotating disk.

4. The aircraft nose landing gear turning vertical and friction load simulation system according to claim 1, characterized in that: The rotating disk can rotate relative to the protective cover through a rotating assembly, and the rotating assembly includes: a fixing member fixedly connected to the protective cover; and The rotating member is fixedly connected to the rotating disk, and the rotating member is rotatable relative to the fixed member.

5. The aircraft nose landing gear turning vertical and friction load simulation system according to claim 4, characterized in that: A fixing plate is arranged between the protective cover and the fixing member, a guide column is fixed on the support frame, the guide column penetrates the fixing plate and the axial direction is parallel to the vertical force direction, and the fixing plate can slide along the guide column under the action of the lifting device.

6. The aircraft nose landing gear turning vertical and friction load simulation system according to claim 1, characterized in that: The protective cover comprises a hollow chamber, the braking device is located in the chamber, and the braking device brakes the rotating disk via a rotating shaft, and the rotating shaft is fixedly connected to the rotating disk.

7. The aircraft nose landing gear turning vertical and friction load simulation system according to claim 6, characterized in that: A torque sensor is arranged between the braking device and the rotating shaft. One end of the torque sensor is connected to the rotating shaft through a coupling, and the other end of the torque sensor extends into the rotor of the braking device.

8. The aircraft nose landing gear turning vertical and friction load simulation system according to claim 6, characterized in that: An encoder is arranged on the rotating shaft, and a limit switch is arranged on the supporting frame.

9. The aircraft nose landing gear turning vertical and friction load simulation system according to claim 2, characterized in that: The lifting device is connected to the force sensor through a support column, and the support column is fixed on a support plate; a screw extending in the vertical force direction is fixedly provided on the support frame, and the screw passes through the support plate. The support plate can slide axially along the screw and can be positioned by a nut.

10. The aircraft nose landing gear turning vertical and friction load simulation system according to claim 1, characterized in that: The invention also comprises a clamp, which is connected to the rotating disk and used for clamping the wheel axle of the front landing gear of the aircraft. A flexible component capable of generating elastic deformation is arranged in the clamp.

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