An aircraft landing gear static load detection device

Abstract

The present invention relates to the field of static load detection, and discloses a static load detection device for an aircraft landing gear, which includes a detection platform. A fixing component and a loading component are arranged on the detection platform. The fixing component fixes the landing gear main body, and the loading component applies a load to the landing gear main body. The device further includes a balance maintaining component arranged on the loading component. When the loading component applies a load to the landing gear main body, the balance maintaining component is used to maintain the loading component in a horizontally placed state. For this static load detection device for an aircraft landing gear, by setting the balance maintaining component, when the landing gear main body deforms and the deformed landing gear main body squeezes the loading component, causing the loading component to tilt and deflect, the balance maintaining component adjusts the loading component to resume a horizontally placed state, thereby avoiding the situation where the loading component is in an inclined state, resulting in inaccurate static load test data of the landing gear main body.

Description

Technical Field

[0001] The present invention relates to the field of static load detection, and particularly to a static load detection device for an aircraft landing gear. Background Art

[0002] The landing gear is an accessory device on an aircraft used to support the aircraft during takeoff, landing or ground taxiing and for ground movement; the landing gear is an important load-bearing and maneuverable component of the aircraft, and plays an extremely important mission during the safe takeoff and landing of the aircraft; the landing gear is a necessary support system for the aircraft to take off, land, taxi, move on the ground and park, and is one of the main components of the aircraft, and the quality of its performance is directly related to the use and safety of the aircraft; when the existing landing gear is manufactured and produced, in order to detect the performance of the landing gear, it is necessary to conduct static load tests, ultimate load tests, failure tests, fatigue tests, drop tests, buffer system air leakage tests, etc. on the landing gear.

[0003] For example, the patent with the publication number CN106240841B and the publication date of January 18, 2019 discloses a landing gear test loading device, which consists of a main load-bearing mechanism frame spliced by multiple columns, and the main load-bearing mechanism frame is fixed on the ground; the lifting platform is connected to the inside of the main load-bearing mechanism frame through a guide rail, and the lifting platform is arranged parallel to the ground. An elevator motor system for driving the lifting platform to move is installed on the side of the lifting platform away from the ground; the landing gear is fixed to the side of the lifting platform close to the ground through a landing gear fixing and supporting device, and a dummy wheel is installed on the other side of the landing gear. The dummy wheel is connected to a load loading system fixed on the main load-bearing mechanism frame for applying a load to the dummy wheel; the landing gear test loading device provided by this patent is used to control the stroke change of the buffer in the landing gear, and the relative position of the loading point and the wheel remains unchanged, realizing non-manual intervention variable-stroke loading.

[0004] For some large aircraft, due to their large own weight, in order to reduce the pressure of the wheels on the ground, improve the floating performance of the aircraft, and at the same time avoid factors such as large wheels being difficult to store, the landing gears of existing large aircraft are generally designed in the form of multi-wheel trolleys. The lower end of this type of landing gear is equipped with two or four (or even more) wheels arranged longitudinally in the front and rear through a wheel frame. When this landing gear is subjected to a static load test, the pressure plate used to provide a load to the wheels contacts multiple wheels on one side of the landing gear. When the pressure plate applies a load to the wheels, due to the individual differences of each wheel during production and assembly, the multiple wheels cannot maintain the same stress. The wheel frame connecting the wheels is prone to deformation due to extrusion. The height of the wheels on the deformed wheel frame will be lower than the height of the wheels on the normal wheel frame. At this time, as the loading component continues to apply a load, the wheels on the wheel frame without deformation or with small deformation will squeeze the loading component upward, easily causing deformation of the loading component, resulting in an imbalance in the force on the landing gear and affecting the accuracy of the static load test data. Summary of the Invention

[0005] The object of the present invention is to provide a static load detection device for an aircraft landing gear to solve the above deficiencies in the prior art.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] A static load detection device for an aircraft landing gear, comprising a detection platform, on which a fixing component and a loading component are arranged. The fixing component is used to fix the main body of the landing gear, and the pressing plate of the loading component is used to apply a load to the wheels of the main body of the landing gear. It further includes a balance maintaining component arranged on the loading component. When the loading component applies a load to the main body of the landing gear, the balance maintaining component is used to maintain the pressing plate in a horizontal placement state.

[0008] As described above, the balance maintaining component includes a balance telescopic rod, which is hung on the detection platform, and the telescopic end of the balance telescopic rod is connected to the plate surface of the pressing plate away from the wheel.

[0009] As described above, the balance maintaining component further includes two vertically arranged guiding plates, and vertical guiding grooves are formed on the plate surfaces of the two guiding plates close to each other.

[0010] As described above, the loading component includes a hydraulic telescopic rod and a contact pressing strip. The hydraulic telescopic rod is hoisted on the detection platform, and the telescopic end of the hydraulic telescopic rod is connected to the center of the contact pressing strip. The two guiding plates are respectively arranged at both ends of the contact pressing strip, and both ends of the contact pressing strip are respectively inserted into the guiding grooves on both sides.

[0011] As described above, an avoidance groove is formed on the detection platform, the balance telescopic rod is slidably installed in the avoidance groove in the vertical direction, and a communication groove is further formed on the detection platform. The communication groove connects the avoidance groove with the guiding groove on the adjacent guiding plate.

[0012] As described above, a balance adjustment mechanism is further arranged in the guiding groove. The balance adjustment mechanism adjusts the inclined and stuck contact pressing strip into a horizontal placement state based on the expansion and contraction of the compensation telescopic sleeve.

[0013] As described above, the balance telescopic rod is connected to the bottom of the avoidance groove through a limiting spring, and an extrusion wedge block is fixedly installed on the side wall of the balance telescopic rod.

[0014] As described above, the balance adjustment mechanism includes two rotating gears arranged at an upper and lower interval. An annular drive toothed belt is sleeved outside the two rotating gears. The drive toothed belt is annular. A mating toothed belt is installed on the outer circumferential surface of the drive toothed belt. A drive rack is slidably installed in the communication groove. The drive rack cooperates with the mating toothed belt, and one end of the drive rack extends into the avoidance groove. A traction block is also installed on the drive toothed belt. The traction block includes a sliding top plate, a fixed bottom plate, and a connecting side plate. The sliding top plate and the fixed bottom plate are arranged at an upper and lower interval. The connecting side plate connects the sliding top plate and the fixed bottom plate. A clamping notch is formed between the sliding top plate and the fixed bottom plate. The clamping notch is adapted to the end of the contact pressure strip.

[0015] As described above, there is an interval between the end of the drive rack located in the avoidance groove and the extrusion wedge block.

[0016] As described above, both of the two rotating gears are connected to the guide plate through a ratchet and pawl mechanism, and the ratchet and pawl mechanism is used to limit the one-way rotation of the two rotating gears.

[0017] The beneficial effect of the present invention is as follows: In the above technical solution, a static load detection device for an aircraft landing gear provided by the present invention, by setting a balance maintenance component, when the landing gear main body deforms and the deformed landing gear main body presses the loading component, resulting in the loading component being tilted and deflected, the balance maintenance component adjusts the loading component to return to a horizontal placement state, thereby avoiding the situation that the loading component is in an inclined state, resulting in inaccurate static load test data of the landing gear main body. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required in the embodiments. Obviously, the drawings described below are only some embodiments recorded in the present invention. For those of ordinary skill in the art, other drawings can also be obtained according to these drawings.

[0019] Figure 1 It is a schematic structural diagram of the landing gear main body provided by an embodiment of the present invention;

[0020] Figure 2 It is a schematic structural diagram of a static load detection device for an aircraft landing gear provided by an embodiment of the present invention;

[0021] Figure 3 It is a front view schematic diagram of a static load detection device for an aircraft landing gear provided by an embodiment of the present invention;

[0022] Figure 4 It is a schematic diagram of the cooperation between the loading component and the landing gear main body provided by an embodiment of the present invention;

[0023] Figure 5Schematic structural diagram of the balance adjustment mechanism provided by an embodiment of the present invention;

[0024] Figure 6 Provided by an embodiment of the present invention Figure 5 Enlarged schematic diagram at position A;

[0025] Figure 7 Schematic connection diagram of the traction block and the transmission belt provided by an embodiment of the present invention;

[0026] Figure 8 Schematic cross-sectional structure diagram of the traction block provided by an embodiment of the present invention.

[0027] Explanation of reference numerals:

[0028] 1. Detection platform; 2. Fixing component; 3. Loading component; 31. Hydraulic telescopic rod; 32. Contact pressure strip; 4. Landing gear main body; 41. Wheel; 5. Balance maintenance component; 51. Balance telescopic rod; 52. Guide plate; 53. Guide groove; 6. Avoidance groove; 7. Extrusion wedge block; 8. Communication groove; 9. Balance adjustment mechanism; 91. Rotating gear; 92. Transmission belt; 93. Matching belt; 94. Driving rack; 95. Traction block; 951. Sliding top plate; 952. Fixed bottom plate; 953. Connecting side plate; 96. Clamping notch. Detailed implementation manners

[0029] In order to enable those skilled in the art to better understand the technical solutions of the present invention, the following will be combined with the attached Figures 1-8 , and the present invention will be further introduced in detail.

[0030] An embodiment of the present invention provides an aircraft landing gear static load detection device, including a detection platform 1, a fixing component 2 and a loading component 3 are arranged on the detection platform 1, the fixing component 2 is used to fix the landing gear main body 4, the loading component 3 applies a load to the landing gear main body 4, and further includes a balance maintenance component 5 arranged on the loading component 3. When the loading component 3 applies a load to the landing gear main body 4, the balance maintenance component 5 is used to maintain the loading component 3 in a horizontally placed state.

[0031] Specifically, the static load detection device for aircraft landing gear provided by the present invention is used to conduct a static load test on the aircraft landing gear. The landing gear main body 4 mainly consists of a shock strut, a wheel carrier, and multiple wheels 41 (the composition of the landing gear main body 4 is prior art and its specific structure will not be elaborated). In this embodiment, the detection platform 1 includes a bottom plate and an upper frame. During the test, the bottom plate of the detection platform 1 is fixedly installed on the ground by bolts. Multiple mounting holes are provided on both the bottom plate and the upper frame of the detection platform 1. The fixing component 2 is installed in the mounting holes on the bottom plate, and the loading component 3 is installed in the mounting holes on the upper frame. Among them, the fixing component 2 can be selected as a common fixing sleeve and a locking bolt. The fixing sleeve is in a cylindrical state and is installed on the bottom plate of the detection platform 1 through the mounting hole. An installation notch for placing the landing gear main body 4 is provided on the upper surface of the fixing sleeve. When it is necessary to install the landing gear main body 4, the staff inserts the landing gear main body 4 into the installation notch on the fixing sleeve, and then fixes the landing gear main body 4 by means of bolt locking (it should be noted that the fixing method of the landing gear main body 4 on the fixing sleeve is not unique, and magnetic locking or pin fixing can also be selected, as long as the landing gear main body 4 can be stably fixed). Moreover, the loading component 3 can be selected as a combination of a telescopic member and a pressing plate. The telescopic member is arranged on the upper frame of the detection platform 1. The loading component 3 is located above the fixing component 2. Among them, the telescopic member is arranged vertically, and the telescopic end of the telescopic member is connected to the center of the pressing plate. The pressing plate abuts against the upper surface of the wheel 41 under the action of the telescopic member. When it is necessary to conduct a static load test on the landing gear main body 4, the staff manually uses mechanical equipment to carry the landing gear main body 4 onto the detection platform 1. Subsequently, the staff fixes the landing gear main body 4 on the detection platform 1 through the fixing component 2. Then, the telescopic member on the loading component 3 starts to extend. The telescopic member drives the pressing plate to press on the surface of the wheel 41 of the landing gear main body 4. Subsequently, a load force is applied to the landing gear main body 4 by the extension of the telescopic member to conduct the static load test of the landing gear main body 4.

[0032] Obviously, for some large aircraft, due to their large own weight, in order to reduce the pressure of the wheels 41 on the ground, improve the floatability of the aircraft, and at the same time avoid factors such as the wheels 41 being too large and difficult to store, the landing gears of existing large aircraft are generally designed in the form of multi-wheel trolleys. The lower end of this type of landing gear is equipped with two or four (or even more) wheels 41 arranged longitudinally in the front and rear through a wheel carrier. In this embodiment, a total of four wheels 41 are installed on the wheel carrier of the landing gear main body 4. When a static load test needs to be carried out, in order to simulate the ground applying pressure to the landing gear main body 4, the landing gear main body 4 is usually placed upside down (at this time, the distance between the wheels 41 and the detection platform 1 is the farthest). And, the wheels 41 on the landing gear of the aircraft are usually symmetrically distributed. Currently, in order to detect asymmetry problems in design or manufacturing and ensure the stability and safety of the landing gear main body 4, during the static load test, the wheels 41 on both sides of the landing gear main body 4 are usually pressurized separately. That is, in this embodiment, two sets of loading components 3 are provided, and the pressing plates on each set of loading components 3 are in contact with two wheels 41 on one side of the landing gear main body 4. When the pressing plate applies a load to the two lower wheels 41, due to the individual differences of each wheel 41 during production and assembly, the two wheels 41 cannot maintain the same stress. The wheel carrier connecting the wheels 41 is prone to deformation due to extrusion. The height of the wheels 41 on the deformed wheel carrier will be lower than the height of the wheels 41 on the normal wheel carrier. At this time, as the loading component 3 continues to apply a load, the wheels 41 on the wheel carrier that has not deformed or, more precisely, has a small deformation will squeeze one side of the pressing plate upward. Under the squeezing action of this force, the pressing plate is prone to deform and deflect around the connection position with the telescopic member (similar to a lever). After deformation, the pressing plate turns into an inclined placement state. When the inclined pressing plate applies a load to the landing gear main body 4, the load force received by the landing gear main body 4 is not vertically downward, thus affecting the accuracy of the static load test data of the landing gear main body 4.

[0033] To solve the above problems, a balance maintaining component 5 is also provided on the loading component 3. When the loading component 3 applies a load to the landing gear main body 4, the balance maintaining component 5 is used to maintain the pressing plate of the loading component 3 in a horizontal placement state.

[0034] Specifically, in the present embodiment, the balance maintaining assembly 5 comprises two balance telescopic rods 51, and the two balance telescopic rods 51 are both arranged on the upper frame of the detection platform 1, wherein the two balance telescopic rods 51 correspond to the two wheels 41 one by one, and the telescopic ends of the two balance telescopic rods 51 are both connected to the plate surface of the pressure plate away from the wheel 41, and the connection position is located directly above the corresponding wheel 41, wherein the telescopic amount of the two balance telescopic rods 51 is consistent with the telescopic part in the loading assembly 3; when the landing gear body 4 is subjected to a static load test, due to the individual differences of each wheel 41 during the production and assembly process, it is almost impossible for the two wheels 41 to maintain completely consistent stress. If the wheel frame of one of the wheels 41 connected to the wheel 41 is deformed due to extrusion and has a vertical displacement greater than that of the other wheel 41, the corresponding connected wheel 41 will be deformed. The height of wheel 41 is lower than that of the normal wheel 41 on the wheel frame, or in other words, the reverse extrusion force of the wheel 41 on the pressure plate is smaller than that of the other wheel 41. As the loading assembly 3 continues to apply load, the wheel 41 on the wheel frame that has not been deformed or, more precisely, has a smaller deformation, exerts a greater reverse force on the pressure plate to press upward. However, the corresponding balancing telescopic rod 51 supports the pressure plate on the other side of the pressure plate, preventing the pressure plate from tilting and deflecting around the connection position of the telescopic part on the loading assembly 3 under the pressure of the normal wheel 41, thereby avoiding the pressure plate from tilting. That is, during the subsequent static load test, the pressure plate of the loading assembly 3 is always in a horizontal position, and the load direction applied to the landing gear body 4 is always downward, thereby avoiding the occurrence of inaccurate static load test data of the landing gear body 4 due to the tilt of the pressure plate in the loading assembly 3.

[0035] Preferably, the balance maintaining assembly 5 also includes two vertically arranged guide plates 52, and the adjacent plate surfaces of the two guide plates 52 are provided with vertical guide grooves 53, wherein the loading assembly 3 includes a hydraulic telescopic rod 31 and a contact pressure strip 32, wherein the hydraulic telescopic rod 31 is the above-mentioned telescopic part, and the contact pressure strip 32 is the above-mentioned pressure plate, and the hydraulic telescopic rod 31 is hoisted on the upper frame of the detection platform 1, and the telescopic end of the hydraulic telescopic rod 31 is connected to the center of the contact pressure strip 32, wherein the two guide plates 52 are disposed at both ends of the contact pressure strip 32, and the two ends of the contact pressure strip 32 are respectively inserted into the guide grooves 53 on both sides.

[0036] Specifically, when the landing gear main body 4 is subjected to a static load test, as the hydraulic telescopic rod 31 extends, the contact pressure strip 32 applies a load to the surface of the wheel 41. At this time, the guide grooves 53 on the guide plates 52 on both sides of the contact pressure strip 32 guide the downward movement of the contact pressure strip 32 and limit the movement of the contact pressure strip 32 in the front and rear directions, ensuring that the area where the contact pressure strip 32 applies a load to the wheel 41 also remains stable, avoiding the inclination of the contact pressure strip 32 in the front and rear directions, resulting in a large difference in the contact area between the two wheels 41 on the landing gear main body 4 and the contact pressure strip 32, causing uneven stress on the landing gear main body 4, and thus leading to inaccurate static load test data.

[0037] It should also be noted that in this embodiment, in order to adapt to the static load tests of landing gear main bodies 4 of different models, the guide plates 52 are detachably installed on the test platform 1 through bolts, facilitating the adjustment of the position of the guide plates 52 on the test platform 1.

[0038] Obviously, in this embodiment, the downward movement of the contact pressure strip 32 is based on the combined action of the hydraulic telescopic rod 31 and the two balance telescopic rods 51. In order to keep the contact pressure strip 32 always in a horizontal position, the telescopic amounts of the hydraulic telescopic rod 31 and the two balance telescopic rods 51 need to be kept consistent at all times. However, after the hydraulic telescopic rod 31 and the two balance telescopic rods 51 have been used for a long time, due to aging, wear or other problems, the telescopic amounts of the hydraulic telescopic rod 31 and the two balance telescopic rods 51 are likely to be inconsistent. At this time, when the contact pressure strip 32 slides along the guide groove 53, the contact pressure strip 32 is likely to tilt and get stuck in the guide groove 53, affecting the normal progress of the static load test.

[0039] To solve the above problems, preferably, the hydraulic telescopic rod 31 is rotatably connected to the contact pressing strip 32, and the two balance telescopic rods 51 are also rotatably connected to the contact pressing strip 32. Among them, an avoidance groove 6 is formed on the upper frame of the detection platform 1. One of the balance telescopic rods 51 is slidably installed in the avoidance groove 6 in the vertical direction. The balance telescopic rod 51 is connected to the bottom of the avoidance groove 6 through a limiting spring. An extrusion wedge block 7 is also fixedly installed on the side wall of the balance telescopic rod 51; a communication groove 8 is also formed on the upper frame of the detection platform 1. The communication groove 8 connects the avoidance groove 6 with the guiding groove 53 on the closest guiding plate 52. A balance adjustment mechanism 9 is also arranged in the guiding groove 53. The balance adjustment mechanism 9 adjusts the inclined and stuck contact pressing strip 32 into a horizontally placed state based on the movement of the balance telescopic rod 51 in the avoidance groove 6; the balance adjustment mechanism 9 includes two rotating gears 91 arranged at intervals up and down. Both of the two rotating gears 91 are connected to the guiding plate 52 through ratchet and pawl mechanisms. The ratchet and pawl mechanisms are used to limit the one-way rotation of the two rotating gears 91. An annular transmission toothed belt 92 is sleeved outside the two rotating gears 91. The transmission toothed belt 92 is annular. A matching toothed belt 93 is installed on the outer circumferential surface of the transmission toothed belt 92. A driving rack 94 is slidably installed in the communication groove 8. The driving rack 94 is matched with the matching toothed belt 93, and one end of the driving rack 94 extends into the avoidance groove 6 and is arranged at an interval from the surface of the extrusion wedge block 7 (preferably, this end has an inclined surface to form a wedge-shaped fit with the extrusion wedge block 7). Among them, a traction block 95 is also installed on the transmission toothed belt 92. The traction block 95 includes a sliding top plate 951, a fixed bottom plate 952, and a connecting side plate 953. The connecting side plate 953 is connected to the transmission toothed belt 92. The sliding top plate 951 and the fixed bottom plate 952 are arranged at intervals up and down. The connecting side plate 953 connects the sliding top plate 951 and the fixed bottom plate 952. A clamping notch 96 is formed between the sliding top plate 951 and the fixed bottom plate 952. The clamping notch 96 is adapted to the end of the contact pressing strip 32, and the clamping notch 96 is used to clamp the end of the contact pressing strip 32. Among them, the sliding top plate 951 is slidably installed on the connecting side plate 953, and the sliding top plate 951 and the connecting side plate 953 are connected through a traction spring. The side of the sliding top plate 951 close to the landing gear body 4 is inclined, and the sliding top plate 951 is shorter than the length of the fixed bottom plate 952.

[0040] Specifically, it should be noted that when the connection positions of the balance telescopic rod 51 and the hydraulic telescopic rod 31 on the detection platform 1 are at the same height, the contact pressure strip 32 remains in a horizontal state under the combined action of the hydraulic telescopic rod 31 and the two balance telescopic rods 51. At this time, the limiting spring connecting the balance telescopic rod 51 is in a compressed state, and this compressed state is not the limit state of compression, that is, the limiting spring can continue to be compressed. Moreover, since both rotating gears 91 are connected to the guide plate 52 through a ratchet and pawl mechanism, the two rotating gears 91 can only rotate in one direction on the guide plate 52 (where it should be noted that when the two rotating gears 91 rotate, if the transmission belt 92 on the side away from the landing gear main body 4 moves downward, then the traction block 95 is fixed on the transmission belt 92 on the side away from the landing gear main body 4; conversely, if the transmission belt 92 on the side close to the landing gear main body 4 moves downward, then the traction block 95 is fixed on the transmission belt 92 on the side close to the landing gear main body 4). Thus, in this embodiment, the traction block 95 is fixedly installed on the transmission belt 92 on the side away from the landing gear main body 4, that is, the two rotating gears 91 rotate in the clockwise direction. Among them, the inclined surface of the sliding top plate 951 slopes downward in the direction of the landing gear main body 4, and initially, the contact pressure strip 32 is located above the two traction blocks 95.

[0041] Therefore, the steps for conducting a static load test on the landing gear main body 4 are as follows:

[0042] First, manually use mechanical equipment to move the landing gear main body 4 to be subjected to a static load test to the detection platform 1 in an inverted state, and then fix the landing gear main body 4 through the fixing component 2 to complete the fixing of the landing gear main body 4.

[0043] Subsequently, the hydraulic telescopic rod 31 and the two balancing telescopic rods 51 begin to extend, and the contact pressure strip 32 approaches the surface of the wheel 41 of the landing gear body 4 in the vertical direction. When the contact pressure strip 32 moves along the guide groove 53 on the guide plate 52, the end of the contact pressure strip 32 contacts the inclined surface of the sliding top plate 951 of the corresponding traction block 95 in the guide plate 52, and as the contact pressure strip 32 moves, the contact pressure strip 32 presses the inclined surface of the sliding top plate 951, and the sliding top plate 951 moves on the connecting side plate 953 toward the side away from the landing gear body 4. The sliding top plate 951 slides in the opposite direction. At this time, the traction spring connected to the sliding top plate 951 is deformed and accumulates elastic potential energy. As the sliding top plate 951 slides, the sliding top plate 951 avoids the contact pressure strip 32, and the contact pressure strip 32 continues to move into the clamping gap 96 between the sliding top plate 951 and the fixed bottom plate 952. At this time, the sliding top plate 951 loses the restriction of the contact pressure strip 32, and the traction spring releases the accumulated elastic potential energy, and the sliding top plate 951 returns to its initial position. The sliding top plate 951 cooperates with the fixed bottom plate 952 to cover the upper and lower sides of the contact pressure strip 32;

[0044] Afterwards, the hydraulic telescopic rod 31 and the two balancing telescopic rods 51 continue to extend until the contact pressure strip 32 abuts against the surface of the wheel 41 of the landing gear body 4, and the contact pressure strip 32 applies a load to the landing gear body 4 to perform a static load test;

[0045] Moreover, one of the balancing telescopic rods 51 is slidably installed in the avoidance groove 6 along the vertical direction, and the balancing telescopic rod 51 can move along the vertical direction on the detection platform 1, that is, the balancing telescopic rod 51 is movably installed on the detection platform 1, and the balancing telescopic rod 51 and the detection platform 1 are flexibly connected. Obviously, when the contact pressure strip 32 is stuck, the side of the contact pressure strip 32 connected by the balancing telescopic rod 51 only has two situations of tilting upward or downward. At this time, the telescopic amount of the flexible balancing telescopic rod 51 is less than or greater than the telescopic length of the hydraulic telescopic rod 31 and the other balancing telescopic rod 51;

[0046] When the telescopic length of the balance telescopic rod 51 is greater than the telescopic lengths of the hydraulic telescopic rod 31 and the other balance telescopic rod 51: As the balance telescopic rod 51 extends, the limiting spring connected to the balance telescopic rod 51 contracts, and the balance telescopic rod 51 moves vertically towards the avoidance groove 6 of the detection platform 1. The position of the balance telescopic rod 51 on the detection platform 1 is higher than the positions of the other balance telescopic rods 51 and the hydraulic telescopic rod 31. There is a height difference between the balance telescopic rod 51 and the other balance telescopic rods 51 and the hydraulic telescopic rod 31, and this height difference is used to compensate for the extra length extended by the balance telescopic rod 51, so that the connection position of the balance telescopic rod 51 and the contact pressure bar 32 is at the same height in the vertical direction as the connection positions of the other balance telescopic rods 51, the hydraulic telescopic rod 31 and the contact pressure bar 32, realizing the self - balance of the contact pressure bar 32. At this time, the stuck state of the contact pressure bar 32 is released, and the contact pressure bar 32 can continue to move downward under the action of the balance telescopic rod 51 and the hydraulic telescopic rod 31 to conduct a static load test; moreover, because there is a gap between the extrusion wedge block 7 and the driving rack 94, this gap provides a certain space margin for the upward movement of the extrusion wedge block 7. As the extrusion wedge block 7 moves upward, it does not immediately squeeze the driving rack 94 to move, and the self - balance of the contact pressure plate can be achieved through the contraction of the limiting spring.

[0047] When the telescopic length of the balance telescopic rod 51 is less than the telescopic lengths of the hydraulic telescopic rod 31 and the other balance telescopic rod 51: As the balance telescopic rod 51 continues to extend, under the action of the reaction force, the limiting spring connected to the balance telescopic rod 51 contracts, and the balance telescopic rod 51 moves vertically towards the avoidance groove 6 of the detection platform 1. The extrusion wedge block 7 on the balance telescopic rod 51 moves synchronously towards the inside of the avoidance groove 6, and the wedge surface of the extrusion wedge block 7 squeezes the end of the driving rack 94. The driving rack 94 moves along the communication groove 8 in a direction away from the landing gear main body 4. The driving rack 94 meshes with the mating toothed belt 93, and the mating toothed belt 93 drives the transmission toothed belt 92 to move synchronously. The transmission toothed belt 92 drives the rotating gear 91 to rotate in the clockwise direction. Thus, the traction block 95 on the transmission toothed belt 92 on the side away from the landing gear main body 4 moves downward synchronously. At this time, the traction block 95 exerts a downward thrust on one end of the contact pressure bar 32. At this time, the contact pressure bar 32 drives the entire balance telescopic rod 51 to move downward synchronously. When the connection position of the balance telescopic rod 51 and the contact pressure bar 32 reaches the same height as the connection position of the hydraulic telescopic rod 31 and the contact pressure bar 32, the stuck state of the contact pressure bar 32 is released, and the contact pressure bar 32 can continue to move downward under the action of the balance telescopic rod 51 and the hydraulic telescopic rod 31 and can continue to conduct a static load test.

[0048] It should also be noted that the two balanced telescopic rods 51 can also be changed to a flexible state. That is, two avoidance grooves 6 and two communication grooves 8 are provided on the detection platform 1. The two avoidance grooves 6 correspond to the two balanced telescopic rods 51 respectively, and the two communication grooves 8 correspond to the two avoidance grooves 6 one by one. The communication groove 8 connects the corresponding avoidance groove 6 with the guiding groove 53 on the guiding plate 52 closest to it. At this time, the balance adjustment mechanisms 9 are both present in the guiding grooves 53 of the two guiding plates 52. When the contact pressure strip 32 is stuck, the balance adjustment mechanisms 9 on both sides of the contact pressure strip 32 act together to release the stuck state of the contact pressure strip 32. Among them, when the contact pressure strip 32 is stuck, taking one of the balanced telescopic rods 51 as a reference, the end of the contact pressure strip 32 close to this balanced telescopic rod 51 will show two states of tilting upward or downward, and the other end of the contact pressure strip 32 will show a state of tilting downward or upward. At this time, the balance adjustment mechanisms 9 on both sides of the contact pressure strip 32 repeat the above movement process according to the tilting state of the corresponding end of the contact pressure strip 32, jointly preventing the contact pressure strip 32 from getting stuck.

[0049] Moreover, if the balanced telescopic rod 51 is damaged, the balanced telescopic rod 51 can no longer support the contact pressure strip 32. At the moment of damage, the landing gear main body 4 exerts an upward reaction force on the contact pressure strip 32, which is likely to cause damage to the connection position between the contact pressure strip 32 and the hydraulic telescopic rod 31 (in severe cases, even the hydraulic telescopic rod 31 is pushed out of shape). However, in this embodiment, since the rotating gear 91 and the guiding plate 52 are connected by a ratchet and pawl mechanism, the rotating gear 91 can only rotate in one direction. When the balanced telescopic rod 51 is damaged, there is still the traction block 95 restricting the upward movement of the contact pressure strip 32, protecting the connection position between the contact pressure strip 32 and the hydraulic telescopic rod 31 and avoiding the occurrence of damage to the hydraulic telescopic rod 31.

[0050] Obviously, this static load test needs to be carried out multiple times. Thus, in this embodiment, the ratchet and pawl mechanism can be unlocked, and the unlocked ratchet can rotate reciprocally. This is prior art and its principle will not be elaborated here. Thus, after the static load test is completed, the ratchet and pawl mechanism is unlocked, and the hydraulic telescopic rod 31 contracts, driving the contact pressure strip 32 back to the initial position, waiting for the next round of static load test.

[0051] Only some exemplary embodiments of the present invention have been described by way of illustration above. Undoubtedly, for those of ordinary skill in the art, without departing from the spirit and scope of the present invention, the described embodiments can be modified in various different ways. Therefore, the above drawings and description are illustrative in nature and should not be construed as limiting the scope of the claims of the present invention.

Claims

1. An aircraft landing gear static load detection device, comprising a detection platform (1), on which a fixing component (2) and a loading component (3) are arranged, wherein the fixing component (2) is used to fix a landing gear body (4), and a pressure plate of the loading component (3) is used to apply a load to a wheel of the landing gear body (4), characterized in that: Also includes: a balance maintaining component (5) disposed on the loading component (3); when the loading component (3) applies a load to the landing gear body (4), the balance maintaining component (5) is used to maintain the pressure plate in a horizontally placed state; The balance maintaining assembly (5) comprises a balance telescopic rod (51), the balance telescopic rod (51) is suspended on the detection platform (1), and the telescopic end of the balance telescopic rod (51) is connected to the plate surface of the pressure plate away from the machine wheel (41); The balance maintaining assembly (5) further comprises two vertically arranged guide plates (52), and the adjacent plate surfaces of the two guide plates (52) are both provided with vertical guide grooves (53); The loading assembly (3) comprises a hydraulic telescopic rod (31) and a contact pressure strip (32), the hydraulic telescopic rod (31) is hoisted on the detection platform (1), the telescopic end of the hydraulic telescopic rod (31) is connected to the center of the contact pressure strip (32), two guide plates (52) are respectively disposed at two ends of the contact pressure strip (32), and the two ends of the contact pressure strip (32) are respectively inserted into the guide grooves (53) on both sides; The detection platform (1) is provided with an avoidance groove (6), and the balance telescopic rod (51) is slidably installed in the avoidance groove (6) along the vertical direction. The detection platform (1) is also provided with a connecting groove (8), and the connecting groove (8) connects the avoidance groove (6) with the guide groove (53) on the adjacent guide plate (52); A balance adjustment mechanism (9) is also provided in the guide groove (53), and the balance adjustment mechanism (9) adjusts the tilted and stuck contact pressure strip (32) to a horizontal placement state based on the extension and retraction of the compensation telescopic sleeve.

2. The static load detection device for aircraft landing gear according to claim 1, characterized in that: The balancing telescopic rod (51) is connected to the bottom of the avoidance groove (6) via a limiting spring, and an extrusion wedge (7) is fixedly mounted on the side wall of the balancing telescopic rod (51).

3. The static load detection device for aircraft landing gear according to claim 2, characterized in that: The balance adjustment mechanism (9) comprises two rotating gears (91) spaced apart from each other, an annular transmission toothed belt (92) being sleeved on the outer sides of the two rotating gears (91), the transmission toothed belt (92) being annular, a matching toothed belt (93) being mounted on the outer circumferential surface of the transmission toothed belt (92), a driving rack (94) being slidably mounted in the connecting groove (8), the driving rack (94) matching the matching toothed belt (93), and one end of the driving rack (94) extending into the avoidance groove (6), the transmission toothed belt (92) A traction block (95) is also installed on the top, and the traction block (95) includes a sliding top plate (951), a fixed bottom plate (952) and a connecting side plate (953). The sliding top plate (951) and the fixed bottom plate (952) are arranged with an upper and lower interval, and the connecting side plate (953) connects the sliding top plate (951) and the fixed bottom plate (952). A clamping notch (96) is formed between the sliding top plate (951) and the fixed bottom plate (952), and the clamping notch (96) is adapted to the end of the contact pressure strip (32).

4. The static load detection device for aircraft landing gear according to claim 3, characterized in that: An end of the driving rack (94) located in the avoidance groove (6) is spaced apart from the extrusion wedge (7).

5. The aircraft landing gear static load detection device according to claim 4, characterized in that: The two rotating gears (91) and the guide plate (52) are connected via a ratchet and pawl mechanism, and the ratchet and pawl mechanism is used to limit the two rotating gears (91) from rotating in one direction.

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