Aircraft landing gear energy simulation system

Abstract

The invention provides an aircraft landing gear energy simulation system, and relates to the technical field of landing gear system simulation equipment. The aircraft landing gear energy simulation system comprises an energy simulation mechanism and a landing gear lifting mechanism, the energy simulation mechanism comprises a base, a driving unit and a first inertia wheel, the driving unit and the first inertia wheel are arranged on the base, and the first inertia wheel can be driven by the driving unit to rotate; the undercarriage lifting mechanism comprises a rack, a sliding seat and a power unit; the rack is fixedly arranged relative to the base, the sliding seat is arranged on the rack in a guide lifting manner, an undercarriage mounting part for mounting the undercarriage is arranged on the sliding seat, the power unit is arranged on the rack, and the sliding seat can be driven by the power unit to rise on the rack and can freely fall to enable aircraft wheels on the undercarriage to be in contact with the first inertia wheel. The aircraft landing gear energy simulation system can better simulate the real state of the aircraft wheels in the landing gear system when the aircraft wheels touch the ground.

Description

Technical Field

[0001] The invention relates to the technical field of aircraft landing gear system simulation equipment, and in particular to an aircraft landing gear energy simulation system. Background Art

[0002] The dynamic response of the aircraft landing gear during approaching the runway, taxiing and braking is one of the important topics in the study of aircraft landing gear dynamics. It mainly studies the dynamic characteristics of the landing gear structure during approaching the runway, taxiing and braking. After the aircraft landing gear system is developed, it needs to be tested and simulated in advance to verify whether the function of the landing gear meets the index requirements.

[0003] In the prior art, energy simulation is performed by a load simulation cylinder pressing the wheel on the landing gear onto the hub wheel, which then drives the wheel to rotate. After the wheel speed stabilizes, the corresponding electric inertia is applied according to the test requirements. The drive component inputs additional energy or reverse braking energy according to the set electric inertia, and simultaneously activates the wheel brake component until the wheel is completely stopped.

[0004] However, the above test device is difficult to simulate the real state of the landing gear system when the wheels touch the ground. Summary of the invention

[0005] To this end, the present invention proposes an aircraft landing gear energy simulation system, which can more realistically simulate the state of the landing gear system touching the ground.

[0006] The technical solution of the present invention is as follows: An aircraft landing gear energy simulation system, comprising: The energy simulation mechanism comprises a base, and a driving unit and a first inertia wheel respectively arranged on the base, wherein the first inertia wheel can be driven to rotate by the driving unit; The landing gear lifting mechanism comprises a frame, a sliding seat and a power unit; the frame is fixedly arranged relative to the base, the sliding seat is arranged on the frame in a guideable and lifting manner, the sliding seat is provided with a landing gear mounting portion for mounting a landing gear system, the power unit is arranged on the frame, and the sliding seat can be driven by the power unit to rise on the frame, and can fall freely until the wheel on the landing gear system contacts the first inertia wheel.

[0007] Furthermore, it also includes an exhaust mechanism; and the exhaust mechanism includes an air collecting component, an exhaust pipeline and an exhaust device, the air collecting component is fixedly arranged relative to the base, and has an air collecting port facing the first inertia wheel, one end of the exhaust pipeline is connected to the air collecting component, and the other end is connected to the exhaust device.

[0008] Furthermore, the first inertia wheel comprises an inertia wheel body and a friction assembly, the friction assembly can be mounted on the inertia wheel body, and the friction assembly comprises a plurality of friction members detachably wrapped on the outer periphery of the inertia wheel body.

[0009] Furthermore, a plurality of connecting members are detachably provided on the outer circumferential surface of the inertia wheel body, each of the connecting members extends along the circumference of the inertia wheel body, and is arranged at intervals along the axial direction of the inertia wheel body, and each of the connecting members has a dovetail-shaped cross section.

[0010] Furthermore, each of the friction parts includes a friction plate attached to the outer peripheral surface of the inertia wheel, and a connecting plate respectively fixed to both ends of the friction plate and extending toward the center of the inertia wheel body, and the inner side surface of the friction plate is provided with a plurality of dovetail grooves for each of the connecting parts to be inserted, and a fastening assembly is respectively provided between the two connecting plates and the inertia wheel body.

[0011] Further, corresponding to each of the fastening assemblies, the inertia wheel body is respectively provided with a connecting hole, the connecting plate is provided with a through hole opposite to the connecting hole, and the connecting hole includes a conical blind hole and a threaded hole provided on the bottom surface of the blind hole; The fastening assembly includes a top cone, a cone sleeve and a bolt; the top cone includes a first cone section and a second cone section connected at large diameter ends, the first cone section gradually increases in diameter from the connecting plate to the inertia wheel body, the second cone section gradually decreases in diameter from the connecting plate to the inertia wheel body, and a through hole is provided through the top cone, and the second cone section can be inserted into the blind hole; the cone sleeve has a cone hole that can be sleeved on the first cone section; the bolt can pass through the through hole and be screwed with the threaded hole and press the cone sleeve.

[0012] Furthermore, the first inertia wheel includes at least two groups of friction components, and the friction coefficient of the outer side surface of the friction member of one group of the friction components is between 0.7-0.8; the friction coefficient of the outer side surface of the friction member of the other group of the friction components is between 0.2-0.3.

[0013] Furthermore, it also includes a second inertia wheel rotatably arranged on the base; and a clutch is provided between the first inertia wheel and the second inertia wheel for coaxially connecting or separating the first inertia wheel and the second inertia wheel.

[0014] Furthermore, it also includes a brake disc that is coaxial with and fixedly connected to the first inertia wheel, and a brake that is arranged on the base and can hold or release the brake disc.

[0015] Furthermore, the driving unit is a motor, and a torque sensor is provided between the motor shaft of the motor and the wheel shaft of the first inertia wheel.

[0016] The working principle and beneficial effects of the present invention are: The aircraft landing gear energy simulation system provided by the present invention can lift the sliding seat to a predetermined height through the landing gear lifting mechanism, so that the landing gear system can fall freely at the predetermined height, and can better simulate the vertical speed of the wheels when they touch the ground; and by driving the first inertia wheel to rotate by the driving unit, the horizontal speed of the aircraft is simulated by the linear speed of the first inertia wheel, that is, the horizontal speed of the wheels when they touch the ground can be better simulated; on the whole, the aircraft landing gear energy simulation system provided by the present invention can better simulate the real state when the wheels touch the ground. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The present invention will be further described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0018] Figure 1 A three-dimensional diagram of an aircraft landing gear energy simulation system provided by an embodiment of the present invention; Figure 2 A three-dimensional diagram of another angle of the aircraft landing gear energy simulation system provided by an embodiment of the present invention; Figure 3 A three-dimensional diagram of an energy simulation mechanism provided by an embodiment of the present invention; Figure 4 for Figure 1 A partial enlarged view of the middle A; Figure 5 A front view of an energy simulation mechanism provided by an embodiment of the present invention; Figure 6 A three-dimensional diagram of a first inertia wheel provided in an embodiment of the present invention; Figure 7 A cross-sectional view of a first inertia wheel provided in an embodiment of the present invention; Figure 8 for Figure 7 A partial enlarged view of point B in the middle; Fig. 9 for Figure 8 A partial enlarged view of point C in the middle; Fig.10 A schematic diagram of the structure of a clutch provided by an embodiment of the present invention; In the figure: 100, energy simulation mechanism; 110, base; 120, drive unit; 130, second inertia wheel; 131, second wheel shaft; 132, first plane; 133, process plate; 140, second transmission plate; 141, gearing; 142, second plane; 150, spring; 160, adjustment sleeve; 200, landing gear lifting mechanism; 210, frame; 211, guide rail; 220, sliding seat; 221, landing gear mounting part; 222, slider; 230, power unit; 300, first wheel shaft; 310 , first transmission plate; 301, slot; 400, brake disc; 410, brake; 500, first inertia wheel; 510, inertia wheel body; 511, connecting piece; 520, friction piece; 521, friction plate; 522, connecting plate; 501, threaded hole; 502, blind hole; 600, fastening assembly; 610, bolt; 620, top cone; 621, second cone section; 622, first cone section; 630, cone sleeve; 601, through hole; 710, air collecting piece; 720, exhaust pipe; 730, exhaust device. DETAILED DESCRIPTION

[0019] The following will be combined with the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0020] This embodiment provides an aircraft landing gear energy simulation system, which will be referred to as the energy simulation system in the following. Figures 1 to 3 As shown, it includes an energy simulation mechanism 100 and a landing gear lifting mechanism 200. The energy simulation mechanism 100 includes a base 110, and a driving unit 120 and a first inertia wheel 500 respectively arranged on the base 110, and the first inertia wheel 500 can be driven by the driving unit 120 to rotate.

[0021] The landing gear lifting mechanism 200 includes a frame 210, a sliding seat 220 and a power unit 230; the frame 210 is fixedly arranged relative to the base 110, the sliding seat 220 is arranged on the frame 210 in a guideable manner, and a landing gear mounting portion 221 for mounting the landing gear system is provided on the sliding seat 220. The power unit 230 is arranged on the frame 210, and the sliding seat 220 can be driven by the power unit 230 to rise on the frame 210, and can freely fall until the wheels on the landing gear system contact the first inertia wheel 500.

[0022] In general, the energy simulation system of this embodiment can drive the sliding seat 220 to rise to a predetermined height by the power unit 230, and make the landing gear system fall with the sliding seat 220 in a free fall manner until the wheel contacts the first inertia wheel 500, thereby simulating the vertical speed of the wheel when it touches the ground. The energy simulation system of this embodiment can also drive the first inertia wheel 500 to rotate by the driving unit 120, so that the linear speed of the first inertia wheel 500 is equivalent to the horizontal speed when the wheel touches the ground, so as to simulate the horizontal speed when the wheel touches the ground. That is, the energy simulation system of this embodiment can make the wheel contact the first inertia wheel 500 at the actual vertical speed, and the horizontal speed of the wheel at the moment of contact is the same as the horizontal speed of the first inertia wheel 500, so that the state of the landing gear system when it touches the ground can be better simulated.

[0023] For specific structure, refer to Figure 4 As shown, in this embodiment, a plurality of guide rails 211 are provided on the frame 210, and sliders 222 that can slide on the guide rails 211 are provided on the sliding seat 220, so that the sliding seat 220 can rise or fall relative to the frame 210. When the sliding seat 220 is not restricted, it can fall in a nearly free-falling manner, so that the landing gear system installed on the sliding seat 220 can fall in a nearly free-falling manner and contact the first inertia wheel 500, which can better simulate the state of the landing gear system touching the ground.

[0024] refer to Figure 2 As shown, the landing gear mounting portion 221 of this embodiment is a mounting plate provided on the bottom end of the sliding seat 220, and the landing gear system can be fixedly mounted on the mounting plate, so that the landing gear system can rise or fall with the sliding seat 220. It should be noted that the installation of the landing gear system on the mounting plate can refer to the prior art, and will not be described in detail here.

[0025] In this embodiment, reference Figure 2 As shown, the power unit 230 is two hydraulic cylinders fixed on the frame 210, and the two hydraulic cylinders are respectively located on two opposite sides of the sliding seat 220. The telescopic rods of the two hydraulic cylinders can push the sliding seat 220 upward, thereby pushing the sliding seat 220 and the landing gear system to a predetermined height, so that the landing gear system can be lowered at the predetermined height.

[0026] refer to Figure 5 As shown, a first axle 300 is rotatably provided on the base 110, and the first inertia wheel 500 is fixedly sleeved on the first axle 300. In addition, the driving unit 120 of this embodiment is a motor fixedly provided on the base 110, and the motor shaft of the motor is coaxial with and fixedly connected to the first axle 300, so that the motor can drive the first inertia wheel 500 to rotate.

[0027] In this embodiment, reference Figure 5As shown, a brake disc 400 is fixedly sleeved on the first wheel shaft 300, and a brake 410 is provided on the base 110, and the brake 410 can hold or release the brake disc 400, so that the first inertia wheel 500 can be urgently stopped by the brake disc 400 and the brake 410 when necessary. It should be noted that the brake disc 400 and the brake 410 can adopt existing products, and their structures are not described in detail here.

[0028] In this embodiment, a torque sensor is provided between the motor shaft and the first wheel shaft 300, and the torque sensor is used to detect the torque applied to the first wheel shaft 300, so as to adjust the inertial energy applied to the first inertia wheel 500 through the torque detected by the torque sensor. It should be noted that the torque sensor can adopt an existing product, and its structure and working principle will not be described in detail here.

[0029] In this embodiment, the first inertia wheel 500 includes an inertia wheel body 510 and at least two groups of friction components. Each group of friction components can be selectively installed on the inertia wheel body 510, and each group of friction components includes a plurality of friction members 520 detachably wrapped on the outer periphery of the inertia wheel body 510.

[0030] In simple terms, when simulating the landing of the landing gear system, different friction components can be installed on the inertia wheel body 510 to simulate different road conditions when the landing gear system touches the ground. Specifically in this embodiment, two groups of friction components are provided, and the outer side surfaces of the friction members 520 in the two groups of friction components are sprayed with different particles, so that the friction coefficient of one of the two groups of friction components is between 0.7-0.8 to simulate a dry runway; and the friction coefficient of the other group of the two groups of friction components is between 0.2-0.3 to simulate a wet runway, such as after rain.

[0031] In this embodiment, the installation structure of each group of friction components on the inertia wheel body 510 is as follows: Figures 6 to 8 As shown, a plurality of connecting members 511 are detachably provided on the outer circumference of the inertia wheel body 510, each connecting member 511 extends along the circumference of the inertia wheel body 510, and is arranged at intervals along the axial direction of the inertia wheel body 510, and the cross section of each connecting member 511 is dovetail-shaped. In other words, each connecting member 511 is in an annular shape, and is sleeved on the inertia wheel body 510 at intervals along the axial direction of the inertia wheel body 510.

[0032] Each friction member 520 includes a friction plate 521 attached to the outer circumference of the inertia wheel, and a connecting plate 522 fixedly connected to both ends of the friction plate 521 and extending toward the center of the inertia wheel body 510. The inner side surface of the friction plate 521 is provided with a plurality of dovetail grooves for the connecting members 511 to be inserted, and a fastening assembly 600 is respectively provided between the two connecting plates 522 and the inertia wheel body 510.

[0033] In this embodiment, each connecting member 511 is formed by splicing a plurality of arc-shaped connecting segments. When installing the friction member 520, each connecting segment is first inserted into the dovetail groove on the friction member 520, and then each connecting segment is fixed to the inertia wheel body 510 by bolts arranged on the inner wall of the inertia wheel body 510.

[0034] In this embodiment, by providing the dovetail-shaped connecting member 511 and providing a dovetail groove matched with the connecting member 511 on the friction plate 521, the displacement of each friction member 520 along the axial direction of the inertia wheel body 510 can be better limited; and by providing each fastening assembly 600, the displacement of each friction member 520 along the circumferential direction of the inertia wheel body 510 can be limited, so that each friction member 520 can be better fixed on the inertia wheel body 510, and the friction member 520 is prevented from falling off from the inertia wheel body 510 when contacting the wheel.

[0035] refer to Figures 7 to 9 As shown, corresponding to each fastening assembly 600, a connecting hole is respectively provided on the inertia wheel body 510, and a through hole opposite to the connecting hole is provided on the connecting plate 522, and the connecting hole includes a conical blind hole 502 and a threaded hole 501 provided on the bottom surface of the blind hole 502. The fastening assembly 600 of this embodiment includes a top cone 620, a cone sleeve 630 and a bolt 610; the top cone 620 includes a first cone section 622 and a second cone section 621 connected at the large diameter end, the first cone section 622 gradually increases in diameter from the connecting plate 522 to the inertia wheel body 510 connecting direction, and the second cone section 621 gradually decreases in diameter from the connecting plate 522 to the inertia wheel body 510 connecting direction. A through hole 601 is provided through the top cone 620, and the second cone section 621 can be inserted into the blind hole 502; the cone sleeve 630 has a cone hole that can be sleeved on the first cone section 622, and the bolt 610 can pass through the through hole 601 and be screwed to the threaded hole 501 to tighten the cone sleeve 630.

[0036] In this embodiment, by providing the above-mentioned conical blind hole 502 and inserting the second cone section 621 into the blind hole 502, the second cone section 621 can be pressed by the bolt 610 to go deeper into the blind hole 502, so that the outer wall surface of the second cone section 621 is closely fitted with the inner wall surface of the blind hole 502; the bolt 610 can also press the cone sleeve 630 between the outer wall surface of the first cone section 622 and the through hole, so that the outer wall surface of the cone sleeve 630 is closely fitted with the inner wall surface of the through hole 601. Overall, by providing the fastening assembly 600 of the above structure, a large gap between the bolt 610 and the friction member 520, and between the bolt 610 and the flywheel body 510 can be avoided. If there is a large gap between the bolt 610 and the friction member 520, or between the bolt 610 and the inertia wheel body 510, when the wheel contacts the friction member 520, the gap will increase, the friction member 520 will be subjected to a large impact, and the friction member 520 may fall off from the inertia wheel body 510. Therefore, by providing the fastening assembly 600 with the above structure, it is possible to better prevent the friction member 520 from falling off from the inertia wheel body 510.

[0037] refer to Figure 1 and Figure 3 As shown, the energy simulation system of this embodiment further includes a second inertia wheel 130 rotatably disposed on the base 110 ; and a clutch is disposed between the first inertia wheel 500 and the second inertia wheel 130 for coaxially connecting or separating the first inertia wheel 500 and the second inertia wheel 130 .

[0038] In terms of specific structure, a second axle 131 is rotatably provided on the base 110, the second inertia wheel 130 is fixedly sleeved on the second axle 131, and the clutch is provided between the first axle 300 and the second axle 131. When the clutch connects the first axle 300 and the second axle 131, the first inertia wheel 500 will rotate synchronously with the second inertia wheel 130; when the clutch separates the first axle 300 and the second axle 131, the motor will only drive the first axle 300, that is, only drive the first inertia wheel 500 to rotate. By connecting and separating the first axle 300 and the second axle 131, the first inertia wheel 500 can have different energies to meet different simulation requirements of the landing gear system.

[0039] The clutch of this embodiment includes a first connecting plate fixed on one end of the first wheel shaft 300, and a second connecting plate arranged on one end of the second wheel shaft 131; when the first connecting plate and the second connecting plate are connected by a bolt pair, the first wheel shaft 300 and the second wheel shaft 131 will rotate synchronously; when the first connecting plate and the second connecting plate are not connected by the bolt pair, the motor will only drive the first wheel shaft 300 and the first inertia wheel 500 to rotate.

[0040] In some embodiments, reference Fig.10As shown, the clutch includes a first transmission plate 310 fixedly mounted on the end of the first wheel shaft 300, and a plurality of slots 301 are arranged on the outer circumference of the first transmission plate 310, each slot 301 penetrates the first transmission plate 310 along the axial direction of the first transmission plate 310, and is evenly and spacedly arranged along the circumference of the first transmission plate 310. The clutch also includes a second transmission plate 140 which is slidably mounted on the second wheel shaft 131, and a plurality of insert teeth 141 are arranged on the end surface of the second transmission plate 140, and each insert tooth 141 can be inserted into each slot 301 correspondingly or be removed from each slot 301 as the second transmission plate 140 slides. When each insert tooth 141 is correspondingly inserted into each slot 301, the first wheel shaft 300 can drive the second wheel shaft 131 to rotate synchronously; when each insert tooth 141 is removed from each corresponding slot 301, the first wheel shaft 300 will not be able to drive the second wheel shaft 131 to rotate.

[0041] In this embodiment, two opposite first planes 132 are provided on the second wheel axle 131, and the inner hole of the second transmission plate 140 has a second plane 142 that fits with the two first planes 132; and an external thread is provided on the outer periphery of the second wheel axle 131, and an adjustment sleeve 160 is screwed on the section of the external thread, and the adjustment sleeve 160 is in contact with the second transmission plate 140, so that the second transmission plate 140 can be pushed by rotating the adjustment sleeve 160, so that the second transmission plate 140 slides in the direction of inserting the tooth 141 into the slot 301.

[0042] In this embodiment, a process disc 133 is fixedly provided at the end of the second axle 131 , and a through hole is provided on the process disc 133 for each inserting tooth 141 to pass through in a one-to-one correspondence, and a spring 150 is provided between the second transmission disc 140 and the process disc.

[0043] Based on the above structure, in this embodiment, the second transmission plate 140 can be pushed close to the first transmission plate 310 by rotating the adjusting sleeve 160, so that each inserting tooth 141 is inserted into the corresponding slot 301, thereby completing the connection between the first axle 300 and the second axle 131; the first axle 300 and the second axle 131 can also be separated by rotating the adjusting sleeve 160 and pushing the second transmission plate 140 away from the first transmission plate 310 by the spring 150; that is, in this embodiment, the connection and separation of the first axle 300 and the second axle 131 can be completed by rotating the adjusting sleeve 160, and the operation is relatively convenient.

[0044] In some embodiments, a plurality of second inertia wheels 130 may be rotatably mounted on the second axle 131, and the weight of each second inertia wheel 130 increases sequentially, and the second inertia wheels 130 are spaced apart along the axial direction of the second axle 131, and each second inertia wheel 130 is provided with a clamping mechanism, and each clamping mechanism can clamp the second axle 131 respectively.

[0045] That is to say, in this embodiment, when the clamping mechanism on each second inertia wheel 130 clamps the second wheel axle 131, the second inertia wheel 130 will rotate synchronously with the second wheel axle 131, that is, with the first inertia wheel 500; when the clamping mechanism on each second inertia wheel 130 releases the second wheel axle 131, the second inertia wheel 130 will no longer rotate with the first inertia wheel 500.

[0046] In this embodiment, the clamping components are three electric cylinders arranged on the second inertia wheel 130. The end of the telescopic rod of each electric cylinder is provided with a friction pad matching the second wheel axle 131. When the telescopic rod of each electric cylinder is extended to abut against the second wheel axle 131, the second inertia wheel 130 and the second wheel axle 131 can be rotated synchronously; when the telescopic rod of each electric cylinder is retracted to be disengaged from the second wheel axle 131, the second wheel axle 131 will no longer rotate with the second inertia wheel 130.

[0047] By providing the second wheel shaft 131 and the second inertia wheels 130, compared with the aforementioned single second inertia wheel 130, in this embodiment, the second inertia wheels 130 can be selectively rotated individually or in combination to provide different inertia amounts, thereby being able to meet more diverse simulation requirements; moreover, the second inertia wheels 130 can automatically complete the tightening or loosening of the second wheel shaft 131 without manual control, and are also more convenient to use.

[0048] refer to Figure 3 As shown, the energy simulation system of this embodiment also includes an exhaust mechanism; and the exhaust mechanism includes an air collecting piece 710, an exhaust pipe 720 and an exhaust device 730, the air collecting piece 710 is fixedly arranged relative to the base 110, and has an air collecting port facing the first inertia wheel 500, one end of the exhaust pipe 720 is connected to the air collecting piece 710, and the other end is connected to the exhaust device 730.

[0049] In this embodiment, the exhaust device 730 includes a housing and an induced draft fan and a filter mechanism disposed in the housing. The induced draft fan is used to form a gas transmission from the gas collecting port to the filter mechanism, so that the hot air, exhaust gas, tire wear particles, wear gravel, dust, liquid rubber, etc. generated when the wheel contacts the first inertia wheel 500 are filtered and discharged after being filtered by the filter mechanism, thereby reducing the impact on the environment. It should be noted that the induced draft fan and the filter mechanism can adopt existing products, and their structures are not described here in detail. Since it does not affect the understanding, they are not shown in the drawings of this embodiment.

[0050] Based on the above overall structure, the working process of the aircraft landing gear energy simulation system of this embodiment is as follows: The motor drives the first inertia wheel 500 to rotate, so that the linear speed of the first inertia wheel 500 is equal to the horizontal speed of the aircraft, so as to simulate the horizontal speed of the aircraft wheel when touching the ground; when necessary, the second inertia wheel 130 can be driven to rotate at the same time; The power unit 230 drives the sliding seat 220 to rise, so that the distance between the wheel and the first inertia wheel 500 reaches a preset distance, and the wheel falls freely with the sliding seat 220 to simulate the vertical speed when the wheel touches the ground, thereby simulating the real state when the wheel touches the ground.

[0051] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. An aircraft landing gear energy simulation system, characterized in that: include: The energy simulation mechanism comprises a base, and a driving unit and a first inertia wheel respectively arranged on the base, wherein the first inertia wheel can be driven to rotate by the driving unit; Landing gear lifting mechanism, including a frame, a sliding seat and a power unit; The frame is fixed relative to the base, the sliding seat is guided and raised on the frame, a landing gear mounting portion for mounting a landing gear system is provided on the sliding seat, the power unit is arranged on the frame, and the sliding seat can be driven by the power unit to rise on the frame, and can fall freely until the wheel on the landing gear system contacts the first inertia wheel.

2. The aircraft landing gear energy simulation system according to claim 1, characterized in that: It also includes an exhaust mechanism; and the exhaust mechanism includes an air collecting member, an exhaust pipeline and an exhaust device, the air collecting member is fixedly arranged relative to the base, and has an air collecting port facing the first inertia wheel, one end of the exhaust pipeline is connected to the air collecting member, and the other end is connected to the exhaust device.

3. The aircraft landing gear energy simulation system according to claim 1, characterized in that: The first inertia wheel comprises an inertia wheel body and a friction assembly. The friction assembly can be mounted on the inertia wheel body, and the friction assembly comprises a plurality of friction pieces detachably covered on the outer periphery of the inertia wheel body.

4. The aircraft landing gear energy simulation system according to claim 3, characterized in that: A plurality of connecting members are detachably provided on the outer circumferential surface of the inertia wheel body, each of the connecting members extends along the circumference of the inertia wheel body, and is arranged at intervals along the axial direction of the inertia wheel body, and each of the connecting members has a dovetail-shaped cross section.

5. The aircraft landing gear energy simulation system according to claim 4, characterized in that: Each of the friction parts comprises a friction plate attached to the outer peripheral surface of the inertia wheel, and a connecting plate respectively fixedly connected to both ends of the friction plate and extending toward the center of the inertia wheel body. The inner side surface of the friction plate is provided with a plurality of dovetail grooves for inserting each of the connecting parts, and a fastening assembly is respectively provided between the two connecting plates and the inertia wheel body.

6. The aircraft landing gear energy simulation system according to claim 5, characterized in that: Corresponding to each of the fastening assemblies, the inertia wheel body is respectively provided with a connecting hole, the connecting plate is provided with a through hole opposite to the connecting hole, and the connecting hole includes a conical blind hole and a threaded hole provided on the bottom surface of the blind hole; The fastening assembly includes a top cone, a cone sleeve and a bolt; the top cone includes a first cone section and a second cone section connected at large diameter ends, the first cone section gradually increases in diameter from the connecting plate to the inertia wheel body, the second cone section gradually decreases in diameter from the connecting plate to the inertia wheel body, and a through hole is provided through the top cone, and the second cone section can be inserted into the blind hole; the cone sleeve has a cone hole that can be sleeved on the first cone section; the bolt can pass through the through hole and be screwed with the threaded hole and press the cone sleeve.

7. The aircraft landing gear energy simulation system according to claim 3, characterized in that: The first inertia wheel comprises at least two groups of friction components, wherein the friction coefficient of the outer side surface of the friction member of one group of the friction components is between 0.7 and 0.8, and the friction coefficient of the outer side surface of the friction member of the other group of the friction components is between 0.2 and 0.

3.

8. The aircraft landing gear energy simulation system according to claim 1, characterized in that: It also includes a second inertia wheel rotatably arranged on the base; and a clutch is arranged between the first inertia wheel and the second inertia wheel for coaxially connecting or separating the first inertia wheel and the second inertia wheel.

9. The aircraft landing gear energy simulation system according to claim 1, characterized in that: It also includes a brake disc which is coaxial with and fixedly connected to the first inertia wheel, and a brake which is arranged on the base and can hold or release the brake disc.

10. The aircraft landing gear energy simulation system according to claim 1, characterized in that: The driving unit is a motor, and a torque sensor is provided between the motor shaft of the motor and the wheel shaft of the first inertia wheel.

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