Airplane landing gear energy simulation system

Abstract

The application provides an airplane landing gear energy simulation system, and relates to the technical field of landing gear system simulation equipment; the airplane 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 arranged on the base respectively; the first inertia wheel can be driven to rotate by the driving unit; the landing gear 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 guided and liftable manner; a landing gear mounting portion for mounting the landing gear is arranged on the sliding seat; the power unit is arranged on the rack; the sliding seat can be driven to rise on the rack by the power unit; and the sliding seat can freely fall to make the wheels on the landing gear contact the first inertia wheel; the airplane landing gear energy simulation system can better simulate the real state when the wheels contact the ground in the landing gear system.

Description

Technical Field

[0001] This invention relates to the field of aircraft landing gear system simulation equipment technology, specifically to an aircraft landing gear energy simulation system. Background Technology

[0002] The dynamic response of aircraft landing gear during runway approach, taxiing, and braking is a crucial topic in aircraft landing gear dynamics research. It primarily studies the dynamic characteristics of the landing gear structure during these processes. After the aircraft landing gear system is developed, it needs to undergo preliminary testing and simulation to verify whether its functionality meets the required specifications.

[0003] In the existing technology, energy simulation involves a load simulation cylinder pressing the landing gear wheels onto the hub wheels, which then drive the wheels to rotate. Once the wheel speed stabilizes, the appropriate electric inertia is applied according to the test requirements. The drive components input additional energy or reverse braking energy based on the set electric inertia, and simultaneously activate the wheel braking components until the wheels are completely stopped.

[0004] However, the aforementioned test setup is insufficient to simulate the actual state of the landing gear system when the wheels touch the ground. Summary of the Invention

[0005] Therefore, this invention proposes an aircraft landing gear energy simulation system to realistically simulate the landing gear system's ground contact state.

[0006] The technical solution of the present invention is as follows: An aircraft landing gear energy simulation system includes: An energy simulation mechanism includes a base, a drive unit and a first inertial wheel respectively disposed on the base, the first inertial wheel being driven to rotate by the drive unit; A landing gear lifting mechanism includes a frame, a sliding seat, and a power unit. The frame is fixedly disposed relative to the base. The sliding seat is steerably and flexibly disposed on the frame. The sliding seat is provided with a landing gear mounting part for mounting the landing gear system. The power unit is disposed on the frame. The sliding seat can be driven by the power unit to rise on the frame and can fall freely to make the landing gear wheels on the landing gear system contact the first inertia wheel.

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

[0008] Furthermore, the first inertia wheel includes an inertia wheel body and a friction assembly. The friction assembly can be mounted on the inertia wheel body, and the friction assembly includes a plurality of friction elements detachably covered on the outer periphery of the inertia wheel body.

[0009] Furthermore, a plurality of connectors are detachably provided on the outer circumferential surface of the inertia wheel body. Each connector extends circumferentially along the inertia wheel body and is spaced apart along the axial direction of the inertia wheel body. The cross-section of each connector is dovetail-shaped.

[0010] Furthermore, each of the friction components includes a friction plate attached to the outer circumferential surface of the inertia wheel, and a connecting plate fixed to both ends of the friction plate and extending to the center of the inertia wheel body. The inner side of the friction plate is provided with a plurality of dovetail grooves into which each of the connecting components can be inserted, and fastening components are respectively provided between the two connecting plates and the inertia wheel body.

[0011] Furthermore, corresponding to each of the fastening components, the inertia wheel body is 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 tapered 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 conical segment and a second conical segment connected at their large-diameter ends. The diameter of the first conical segment gradually increases from the connecting plate towards the inertia wheel body, while the diameter of the second conical segment gradually decreases from the connecting plate towards the inertia wheel body. A through hole is provided through the top cone, allowing the second conical segment to be inserted into the blind hole. The cone sleeve has a conical hole that can be fitted onto the first conical segment. The bolt can pass through the through hole and be screwed into the threaded hole to press the cone sleeve.

[0012] Furthermore, the first inertial wheel includes at least two sets of friction components, wherein the coefficient of friction of the outer surface of the friction element in one set of friction components is between 0.7 and 0.8; and the coefficient of friction of the outer surface of the friction element in the other set of friction components is between 0.2 and 0.3.

[0013] Furthermore, it also includes a second inertial wheel rotatably mounted on the base; and a clutch is provided between the first inertial wheel and the second inertial wheel for constituting a coaxial connection or separation between the first inertial wheel and the second inertial wheel.

[0014] Furthermore, it also includes a brake disc coaxial with and fixedly connected to the first inertia wheel, and a brake disposed on the base and capable of gripping or releasing the brake disc.

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

[0016] The working principle and beneficial effects of this invention are as follows: The aircraft landing gear energy simulation system provided by this invention can raise the sliding seat to a predetermined height through the landing gear lifting mechanism, allowing the landing gear system to fall freely from the predetermined height, which can better simulate the vertical speed of the wheels when they touch the ground. Furthermore, by driving the first inertial wheel to rotate through the drive unit, the linear velocity of the first inertial wheel can simulate the horizontal speed of the aircraft, which can also better simulate the horizontal speed of the wheels when they touch the ground. Overall, the aircraft landing gear energy simulation system provided by this invention can better simulate the real state of the wheels when they touch the ground. Attached Figure Description

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

[0018] Figure 1 A perspective view of an aircraft landing gear energy simulation system provided in an embodiment of the present invention; Figure 2 A perspective view of the aircraft landing gear energy simulation system provided in an embodiment of the present invention; Figure 3 A perspective view of the energy simulation mechanism provided in an embodiment of the present invention; Figure 4 for Figure 1 A magnified view of a section at point A in the middle; Figure 5 A front view of an energy simulation mechanism provided in an embodiment of the present invention; Figure 6 A perspective view of the first inertia wheel provided in an embodiment of the present invention; Figure 7 A cross-sectional view of the first inertia wheel provided in an embodiment of the present invention; Figure 8 for Figure 7 A magnified view of a section at point B in the middle; Figure 9 for Figure 8 A magnified view of a section at point C; Figure 10 A schematic diagram of a clutch structure provided in an embodiment of the present invention; In the diagram: 100, Energy simulation mechanism; 110, Base; 120, Drive unit; 130, Second inertia wheel; 131, Second wheel axle; 132, First plane; 133, Process plate; 140, Second transmission plate; 141, Gear; 142, Second plane; 150, Spring; 160, Adjusting 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 axle; 310 1. First transmission disc; 301. Slot; 400. Brake disc; 410. Brake; 500. First inertia wheel; 510. Inertia wheel body; 511. Connecting part; 520. Friction part; 521. Friction plate; 522. Connecting plate; 501. Threaded hole; 502. Blind hole; 600. Fastening assembly; 610. Bolt; 620. Top cone part; 621. Second conical section; 622. First conical section; 630. Conical sleeve; 601. Through hole; 710. Air collection part; 720. Exhaust pipe; 730. Exhaust device. Detailed Implementation

[0019] The technical solutions of the present invention will be clearly and completely described below with reference to the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort 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 an energy simulation system below. (See reference...) 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, a drive unit 120 and a first inertia wheel 500 respectively disposed on the base 110, and the first inertia wheel 500 can be driven to rotate by the drive unit 120.

[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 installed relative to the base 110. The sliding seat 220 is directionally and elliptically mounted on the frame 210. The sliding seat 220 is provided with a landing gear mounting part 221 for mounting the landing gear system. The power unit 230 is mounted on the frame 210. The sliding seat 220 can be driven by the power unit 230 to rise on the frame 210 and can fall freely to make the wheels on the landing gear system contact the first inertia wheel 500.

[0022] Overall, the energy simulation system of this embodiment can drive the sliding seat 220 to a predetermined height via the power unit 230, and cause the landing gear system to descend freely with the sliding seat 220 until the wheels contact the first inertia wheel 500, thereby simulating the vertical velocity of the wheels when they touch the ground. The energy simulation system of this embodiment can also drive the first inertia wheel 500 to rotate via the drive unit 120, making the linear velocity of the first inertia wheel 500 equivalent to the horizontal velocity of the wheels when they touch the ground, thus simulating the horizontal velocity of the wheels when they touch the ground. In other words, the energy simulation system of this embodiment can make the wheels contact the first inertia wheel 500 at an actual vertical velocity, and at the moment of contact, the horizontal velocity of the wheels is the same as the horizontal velocity of the first inertia wheel 500, thereby effectively simulating the state of the landing gear system when it touches the ground.

[0023] In terms of specific structure, refer to Figure 4 As shown, in this embodiment, the frame 210 is provided with several guide rails 211, and the sliding seat 220 is provided with sliders 222 that can slide on each guide rail 211, allowing the sliding seat 220 to rise or fall relative to the frame 210. Furthermore, when the sliding seat 220 is unrestricted, it can descend in a near-free fall manner, thereby enabling the landing gear system mounted on the sliding seat 220 to descend in a near-free fall manner and contact the first inertia wheel 500, effectively simulating the landing gear system's ground contact state.

[0024] refer to Figure 2 As shown, in this embodiment, the landing gear mounting part 221 is a mounting plate provided on the bottom end of the sliding seat 220. The landing gear system can be fixedly mounted on this 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 this mounting plate can refer to the prior art, which will not be described in detail here.

[0025] In this embodiment, reference Figure 2 As shown, the power unit 230 consists of two hydraulic cylinders fixed on the frame 210. The two hydraulic cylinders are located on opposite sides of the sliding seat 220. The extension 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 descend at that predetermined height.

[0026] refer to Figure 5 As shown, a first wheel axle 300 is rotatably mounted on the base 110, and the aforementioned first inertia wheel 500 is fixedly sleeved on the first wheel axle 300. In this embodiment, the drive unit 120 is a motor fixed on the base 110, and the motor shaft of the motor is coaxial with and fixedly connected to the first wheel axle 300, thereby enabling the motor to drive the first inertia wheel 500 to rotate.

[0027] In this embodiment, reference Figure 5As shown, a brake disc 400 is fixedly fitted onto the first wheel axle 300, and a brake 410 is provided on the base 110. The brake 410 can engage or disengage the brake disc 400 to provide emergency braking to the first inertial wheel 500 when necessary. It should be noted that the brake disc 400 and the brake 410 can be existing products, and their structure will not be described in detail here.

[0028] In this embodiment, a torque sensor is provided between the motor shaft and the first wheel shaft 300. This torque sensor is used to detect the torque applied to the first wheel shaft 300, thereby adjusting the inertial energy applied to the first inertial wheel 500 based on the torque detected by the torque sensor. It should be noted that the torque sensor can be 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 sets of friction components. Each set of friction components can be selectively installed on the inertia wheel body 510, and each set of friction components includes a plurality of friction elements 520 detachably covered on the outer periphery of the inertia wheel body 510.

[0030] In simple terms, when simulating the landing gear system's descent, 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 sets of friction components are provided, and the outer surfaces of the friction elements 520 in the two sets of friction components are coated with different particles, so that the coefficient of friction of one set of friction components is between 0.7 and 0.8 to simulate a dry runway; and the coefficient of friction of the other set of friction components is between 0.2 and 0.3 to simulate a wet runway, such as after rain.

[0031] In this embodiment, the mounting structure of each friction assembly on the inertia wheel body 510 is as follows: Figures 6 to 8 As shown, a plurality of connectors 511 are detachably provided on the outer circumferential surface of the inertia wheel body 510. Each connector 511 extends circumferentially along the inertia wheel body 510 and is spaced apart along the axial direction of the inertia wheel body 510, and the cross-section of each connector 511 is dovetail-shaped. Alternatively, each connector 511 is annular and is sleeved on the inertia wheel body 510 at intervals along the axial direction of the inertia wheel body 510.

[0032] Each friction component 520 includes a friction plate 521 attached to the outer circumferential surface of the inertia wheel, and a connecting plate 522 fixed to both ends of the friction plate 521 and extending to the center of the inertia wheel body 510. The inner side of the friction plate 521 is provided with a number of dovetail grooves into which each connecting component 511 can be inserted, and fastening components 600 are respectively provided between the two connecting plates 522 and the inertia wheel body 510.

[0033] In this embodiment, each connector 511 is composed of several arc-shaped connecting segments spliced ​​together. When installing the friction component 520, each connecting segment is first inserted into the dovetail groove on the friction component 520, and then each connecting segment is fixed to the inertia wheel body 510 by bolts set on the inner wall of the inertia wheel body 510.

[0034] In this embodiment, by providing the dovetail-shaped connector 511 and the dovetail groove adapted to the connector 511 on the friction plate 521, the displacement of each friction component 520 along the axial direction of the inertia wheel body 510 can be effectively restricted; and by providing each fastening component 600, the displacement of each friction component 520 along the circumferential direction of the inertia wheel body 510 can be restricted, thereby effectively fixing each friction component 520 on the inertia wheel body 510 and preventing the friction component 520 from falling off the inertia wheel body 510 when in contact with the wheel.

[0035] refer to Figures 7 to 9 As shown, corresponding to each fastening component 600, a connecting hole is provided on the inertia wheel body 510, and a through hole is provided on the connecting plate 522 opposite to the connecting hole. 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 component 600 in this embodiment includes a top cone 620, a cone sleeve 630, and a bolt 610. The top cone 620 includes a first conical section 622 and a second conical section 621 connected at their large diameter ends. The diameter of the first conical section 622 gradually increases from the connecting plate 522 toward the inertia wheel body 510, and the diameter of the second conical section 621 gradually decreases from the connecting plate 522 toward the inertia wheel body 510. The through-hole 601 is provided in 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 fitted onto the first cone section 622, and the bolt 610 can pass through the through-hole 601 and be screwed into the threaded hole 501 to press the cone sleeve 630.

[0036] In this embodiment, by providing the aforementioned conical blind hole 502 and inserting the second conical segment 621 into the blind hole 502, the second conical segment 621 can be pressed deeper into the blind hole 502 by the pressure of the bolt 610, so that the outer wall surface of the second conical segment 621 is tightly fitted with the inner wall surface of the blind hole 502; the bolt 610 can also press the conical sleeve 630 between the outer wall surface of the first conical segment 622 and the through hole, so that the outer wall surface of the conical sleeve 630 is tightly fitted with the inner wall surface of the through hole 601. Overall, by providing the fastening assembly 600 with the above structure, large gaps between the bolt 610 and the friction element 520, and between the bolt 610 and the inertia wheel body 510, can be avoided. If there is a large gap between the bolt 610 and the friction element 520, or between the bolt 610 and the inertia wheel body 510, the gap will increase when the wheel contacts the friction element 520, causing the friction element 520 to be subjected to a greater impact, which may lead to the friction element 520 detaching from the inertia wheel body 510. Therefore, by providing the fastening assembly 600 with the above structure, the detachment of the friction element 520 from the inertia wheel body 510 can be effectively prevented.

[0037] refer to Figure 1 and Figure 3 As shown, the energy simulation system of this embodiment also includes a second inertia wheel 130 rotatably disposed on the base 110; and a clutch is provided between the first inertia wheel 500 and the second inertia wheel 130 for constituting a coaxial connection or separation of the first inertia wheel 500 and the second inertia wheel 130.

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

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

[0040] In some embodiments, reference Figure 10As shown, the clutch includes a first transmission disc 310 fixed to the end of a first axle 300. A plurality of slots 301 are provided on the outer periphery of the first transmission disc 310, each slot 301 penetrating the first transmission disc 310 along its axial direction and arranged evenly and at intervals along its circumference. The clutch also includes a second transmission disc 140 slidably mounted on a second axle 131. A plurality of teeth 141 are provided on the end face of the second transmission disc 140. Each tooth 141 can slide with the second transmission disc 140 and correspondingly insert into or disengage from its respective slot 301. When each tooth 141 is inserted into its corresponding slot 301, the first axle 300 can drive the second axle 131 to rotate synchronously; when each tooth 141 disengages from its corresponding slot 301, the first axle 300 can no longer drive the second axle 131 to rotate.

[0041] In this embodiment, the second wheel shaft 131 is provided with two opposing first planes 132, and the inner hole of the second transmission disk 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 shaft 131, and an adjusting sleeve 160 is screwed onto the external thread. The adjusting sleeve 160 abuts against the second transmission disk 140, so that the second transmission disk 140 can be pushed by rotating the adjusting sleeve 160, so that the second transmission disk 140 slides in the direction that the insert tooth 141 is inserted into the slot 301.

[0042] In this embodiment, a process disk 133 is also fixed at the end of the second wheel shaft 131. The process disk 133 is also provided with through holes that can be corresponding to each tooth 141 for passing through. A spring 150 is provided between the second transmission disk 140 and the process disk.

[0043] Based on the above structure, in this embodiment, the second transmission disk 140 can be pushed closer to the first transmission disk 310 by rotating the adjusting sleeve 160, so that each tooth 141 is inserted into the corresponding slot 301, thus completing the connection between the first wheel shaft 300 and the second wheel shaft 131; alternatively, the first wheel shaft 300 and the second wheel shaft 131 can be disengaged by rotating the adjusting sleeve 160 and being pushed away from the first transmission disk 310 by the spring 150. That is, in this embodiment, the connection and separation of the first wheel shaft 300 and the second wheel shaft 131 can be completed by rotating the adjusting sleeve 160, which is relatively convenient.

[0044] In some embodiments, a plurality of second inertial wheels 130 may be rotatably mounted on the second wheel axle 131, with the weight of each second inertial wheel 130 increasing sequentially and spaced apart along the axial direction of the second wheel axle 131. Each second inertial wheel 130 may be provided with a clamping mechanism, and each clamping mechanism may clamp or clamp the second wheel axle 131.

[0045] In other words, in this embodiment, when the clamping mechanism on each of the second inertia wheels 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 of the second inertia wheels 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 assembly consists of three electric cylinders mounted on the second inertia wheel 130. Each electric cylinder has a friction pad at the end of its telescopic rod that matches the second wheel axle 131. When the telescopic rod of each electric cylinder extends to abut against the second wheel axle 131, the second inertia wheel 130 and the second wheel axle 131 can rotate synchronously. When the telescopic rod of each electric cylinder retracts to disengage from the second wheel axle 131, the second wheel axle 131 will no longer rotate the second inertia wheel 130.

[0047] By setting the second wheel axle 131 and each second inertia wheel 130 as described above, compared with the aforementioned single second inertia wheel 130, in this embodiment, each second inertia wheel 130 can be selectively rotated individually or in combination to provide different amounts of inertia, thereby meeting more diverse simulation needs; moreover, each second inertia wheel 130 can automatically tighten or loosen its grip on the second wheel axle 131 without manual control, which is 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 component 710, an exhaust pipe 720 and an exhaust device 730. The air collecting component 710 is fixedly disposed 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 component 710 and the other end is connected to the exhaust device 730.

[0049] In this embodiment, the exhaust device 730 includes a housing and a blower and a filter mechanism disposed within the housing. The blower is used to transport gas from the gas collection port to the filter mechanism, thereby filtering out hot air, exhaust gas, tire wear particles, wear grit, dust, liquid rubber, etc., generated when the wheel contacts the first inertia wheel 500, reducing the impact on the environment. It should be noted that the blower and filter mechanism can be existing products, and their structure will not be described in detail here. Since it does not affect the understanding, they are not shown in the accompanying drawings of this embodiment.

[0050] Based on the overall structure described above, the working process of the aircraft landing gear energy simulation system in this embodiment is as follows: The motor drives the first inertia wheel 500 to rotate, making the linear velocity of the first inertia wheel 500 equivalent to the horizontal velocity of the aircraft, so as to simulate the horizontal velocity of the wheels when they touch the ground; when needed, it can simultaneously drive the second inertia wheel 130 to rotate. The power unit 230 drives the sliding seat 220 to rise, so that the distance between the machine wheel and the first inertia wheel 500 reaches a preset distance. The machine wheel falls freely with the sliding seat 220 to simulate the vertical speed when the machine wheel touches the ground, thereby simulating the real state when the machine wheel touches the ground.

[0051] The above are merely 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 within the protection scope of the present invention.

Claims

1. An aircraft landing gear energy simulation system, characterized in that, include: An energy simulation mechanism includes a base, a drive unit and a first inertial wheel respectively disposed on the base, the first inertial wheel being driven to rotate by the drive unit; The landing gear lifting mechanism includes a frame, a sliding base, and a power unit; The frame is fixedly disposed relative to the base, the sliding seat is steered and lifted on the frame, the sliding seat is provided with a landing gear mounting part for mounting the landing gear system, the power unit is disposed on the frame, and the sliding seat can be driven by the power unit to rise on the frame and can fall freely to make the wheels on the landing gear system contact the first inertial wheel. The first inertia wheel includes an inertia wheel body and a friction assembly. The friction assembly can be mounted on the inertia wheel body, and the friction assembly includes a plurality of friction elements detachably covered on the outer periphery of the inertia wheel body. Each of the friction components includes a friction plate attached to the outer circumferential surface of the inertia wheel, and a connecting plate fixed to both ends of the friction plate and extending toward the center of the inertia wheel body. Fastening components are provided between the two connecting plates and the inertia wheel body. Corresponding to each of the fastening components, the inertia wheel body is 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 tapered 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 conical segment and a second conical segment connected at their large-diameter ends. The diameter of the first conical segment gradually increases from the connecting plate towards the inertia wheel body, while the diameter of the second conical segment gradually decreases from the connecting plate towards the inertia wheel body. A through hole is provided through the top cone, allowing the second conical segment to be inserted into the blind hole. The cone sleeve has a conical hole that can be fitted onto the first conical segment. The bolt can pass through the through hole and be screwed into the threaded hole to press the cone sleeve.

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 component, an exhaust pipe and an exhaust device. The air collecting component is fixedly disposed relative to the base and has an air collecting port facing the first inertia wheel. One end of the exhaust pipe is connected to the air collecting component 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, Several connectors are detachably provided on the outer circumferential surface of the inertia wheel body. Each connector extends circumferentially along the inertia wheel body and is spaced apart axially along the inertia wheel body. The cross-section of each connector is dovetail-shaped.

4. The aircraft landing gear energy simulation system according to claim 3, characterized in that, The inner side of the friction plate is provided with several dovetail grooves into which each of the connectors can be inserted.

5. The aircraft landing gear energy simulation system according to claim 1, characterized in that, The first inertial wheel includes at least two sets of friction components, wherein the coefficient of friction of the outer surface of the friction element in one set of friction components is between 0.7 and 0.8; and the coefficient of friction of the outer surface of the friction element in the other set of friction components is between 0.2 and 0.

3.

6. The aircraft landing gear energy simulation system according to claim 1, characterized in that, It also includes a second inertial wheel rotatably mounted on the base; and a clutch is provided between the first inertial wheel and the second inertial wheel for forming a coaxial connection or separation between the first inertial wheel and the second inertial wheel.

7. The aircraft landing gear energy simulation system according to claim 1, characterized in that, It also includes a brake disc coaxial with and fixedly connected to the first inertia wheel, and a brake disposed on the base and capable of gripping or releasing the brake disc.

8. The aircraft landing gear energy simulation system according to claim 1, characterized in that, The drive unit is a motor, and a torque sensor is provided between the motor shaft and the axle of the first inertial wheel.

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