Aircraft tire test energy control method and system

Abstract

The invention relates to the technical field of energy control, in particular to an aircraft tire test energy control method and system, and aims to solve the problem that in the prior art, tire energy absorption test precision is poor. Carrying out landing deceleration simulation on the aircraft tire based on load, inertia simulation and a brake; motor energy, brake absorption energy and drum residual energy of the aircraft tire in the landing deceleration simulation process are calculated in real time; the method comprises the following steps: calculating an absorbed energy measured value of an aircraft tire in real time based on initial rotation energy, motor energy, brake absorbed energy and drum residual energy, and carrying out closed-loop feedback regulation on output of a motor based on the absorbed energy measured value and a pre-constructed target curve to reduce the deviation between the absorbed energy measured value and a target value. According to the invention, the experiment control process is more accurate, and a target curve can be accurately fitted.

Description

Technical Field

[0001] The invention relates to the technical field of energy control, in particular to an aviation tire test energy control method and system. Background Art

[0002] In the experiment of simulating aircraft landing, it is necessary to apply load to the aircraft tires according to the experimental standards and simulate the braking process of the aircraft so that the energy absorbed by the aircraft tires reaches the preset value.

[0003] However, in the existing simulation process, a fixed-mass flywheel is generally used to drive the tire, and in each landing experiment, the time the tire contacts the flywheel is calculated to determine the absorbed energy. This experimental method cannot directly calculate the absorbed energy of the tire, and the experimental accuracy is poor. Summary of the invention

[0004] In view of this, an object of the present invention is to provide an aviation tire test energy control method and system to solve the problem of poor accuracy of tire absorption energy test in the prior art.

[0005] In order to achieve the above object, the present invention adopts the following technical solutions:

[0006] An aviation tire test energy control method of the present invention comprises the following steps:

[0007] Accelerating a drum for driving an aircraft tire to a landing speed and obtaining initial rotational energy of the drum, wherein the initial rotational energy is energy corresponding to when the drum is accelerated to the landing speed, and the drum is driven by a motor;

[0008] Applying a radial load to the aircraft tire, and performing a landing deceleration simulation on the aircraft tire based on the load, inertia simulation, and a brake, wherein the brake is used to brake the aircraft tire;

[0009] Real-time calculation of the motor energy, brake absorption energy and drum residual energy of the aircraft tire during the landing deceleration simulation process;

[0010] The actual absorption energy value of the aviation tire is calculated in real time based on the initial rotational energy, the motor energy, the brake absorption energy and the residual energy of the drum, and the output of the motor is adjusted through closed-loop feedback based on the actual absorption energy value and a pre-constructed target curve to reduce the deviation between the actual absorption energy measured value and the target value, wherein the target curve represents the target value of energy absorption during the experimental time.

[0011] In one embodiment of the present application, closed-loop feedback regulation of the output of the motor is performed based on the measured value of the absorbed energy and a pre-constructed target curve, including:

[0012] S1, obtaining a measured value and a target value of the absorbed energy of the aircraft tire at a current time point, wherein the target value is determined from the target curve;

[0013] S2, calculating a deviation between a measured value of the absorbed energy of the aircraft tire and a target value;

[0014] S3, adjusting the output of the motor at the next time point based on the deviation to reduce the deviation value at the next time point;

[0015] S4, when the adjustment is completed, the next time point is taken as the current time point, and the process returns to step S1 until the adjustment of the motor is completed at all time points.

[0016] In one embodiment of the present application, performing landing deceleration simulation on the aircraft tire based on the load, inertia simulation and brake includes:

[0017] Obtaining the moment of inertia of the aircraft translation part equivalent to the aircraft tire, the sum of the measured moments of all aircraft tires, the speed ratio between the aircraft tire and the drum, the output torque of the motor, and the total friction torque;

[0018] Based on the rotational inertia of the aircraft translation part equivalent to the aircraft tire, the measured torque of the aircraft tire, the speed ratio between the aircraft tire and the drum, the output torque of the motor and the total friction torque T f Calculating the angular deceleration of the aircraft tire;

[0019] The motor is controlled based on the angular deceleration, the aircraft tire is braked based on the brake, and a load is applied to the aircraft tire to perform landing deceleration simulation.

[0020] In one embodiment of the present application, obtaining initial rotational energy for driving a drum of an aircraft tire includes:

[0021] measuring the torque of the drum as it is accelerated to a landing speed;

[0022] The constant torque portion during the process of the drum accelerating to the landing speed is selected, and the inertia of the drum is calculated based on the torque of the constant torque portion, the starting speed of the constant torque portion, the terminal speed of the constant torque portion, the diameter of the drum, and the duration of the constant torque portion, wherein the mathematical expression of the inertia of the drum is:

[0023]

[0024] Wherein, J is the inertia of the drum, T is the torque of the constant torque part, r is the radius of the drum, V bis the starting speed of the constant torque part, V e is the terminal speed of the constant torque portion, T be is the duration of the constant torque portion;

[0025] The initial rotational energy of the drum is calculated based on the inertia J of the drum and the angular velocity of the drum corresponding to the landing speed, wherein the mathematical expression of the initial rotational energy of the drum is:

[0026]

[0027] In the formula, E 0 is the initial rotational energy of the drum, and ω is the angular velocity of the drum corresponding to the landing speed.

[0028] In one embodiment of the present application, the mathematical expression of the energy absorbed by the brake is:

[0029]

[0030] The mathematical expression of the motor energy is:

[0031]

[0032] The mathematical expression of the residual energy of the drum is:

[0033]

[0034] In the formula, E 1 To absorb energy for the brake, E 2 is the motor energy, E 4 is the residual energy of the drum, T 1 is the torque generated when the brake brakes the aircraft tire, T 2 The angular velocity of the drum changes from ω to ω in time t. 1 The torque generated during the process.

[0035] In one embodiment of the present application, the mathematical expression of the absorbed energy of the aircraft tire is:

[0036]

[0037] In the formula, E 3 Energy absorption for aviation tires.

[0038] In one embodiment of the present application, when the landing speed of the drum is greater than a preset speed threshold, the preset threshold is 44% E K When the landing speed of the drum is less than or equal to the preset speed threshold, the preset threshold is 56% E K , where E K=49.6×Lr, Lr is the load.

[0039] In one embodiment of the present application, the mathematical expression of the angular deceleration is:

[0040] α=[T me ×iT f ] / (J T -J m )

[0041] Where α is the angular deceleration, T me is the sum of the measured moments of all aircraft tires, i is the speed ratio between the aircraft tire and the drum, T f is the total friction torque, J T is the moment of inertia of the aircraft translation part equivalent to the aircraft tire, J m is the equivalent mechanical inertia.

[0042] In one embodiment of the present application, controlling the motor based on the angular deceleration includes:

[0043] Get the total braking torque of all aircraft tires;

[0044] The current angular deceleration α' of the aircraft tire is calculated based on the total braking torque and the moment of inertia of the aircraft translation part equivalent to the aircraft tire; the mathematical expression of the current angular deceleration α' of the aircraft tire is:

[0045] α'=T B / J T

[0046] Where, T B is the total braking torque, J T The moment of inertia of the aircraft translational part equivalent to the aircraft tire;

[0047] Calculating an initial driving current value based on the current angular deceleration α' of the aircraft tire and the total braking torque;

[0048] Determine whether there is a deviation between the current angular deceleration α' of the aircraft tire and the angular deceleration α of the aircraft tire; if not, use the initial driving current value as the driving current value; if so, compensate the initial driving current value based on the deviation between the current angular deceleration α' of the aircraft tire and the angular deceleration α of the aircraft tire to obtain the driving current value;

[0049] The motor is driven based on the driving value so that the angular deceleration α′ of the aircraft tire at a next time point is closer to the angular deceleration α of the aircraft tire.

[0050] The present application also provides an aviation tire test energy control system, comprising:

[0051] An acquisition module, used to accelerate a drum for driving an aircraft tire to a landing speed, and acquire initial rotational energy of the drum, wherein the initial rotational energy is energy corresponding to when the drum is accelerated to the landing speed, and the drum is driven by a motor;

[0052] a first control module, configured to apply a radial load to the aircraft tire, and perform a landing deceleration simulation on the aircraft tire based on the load, inertia simulation, and a brake, wherein the brake is used to brake the aircraft tire;

[0053] A calculation module, used for calculating in real time the motor energy, brake absorption energy and drum residual energy of the aircraft tire during the landing deceleration simulation process;

[0054] The second control module is used to calculate the actual absorption energy value of the aircraft tire in real time based on the initial rotational energy, the motor energy, the brake absorption energy and the residual energy of the drum, and to perform closed-loop feedback adjustment on the output of the motor based on the actual absorption energy measured value and a pre-constructed target curve to reduce the deviation between the actual absorption energy measured value and the target value, wherein the target curve represents the target value of energy absorption during the experimental time.

[0055] The beneficial effects of the present invention are as follows: an aviation tire test energy control method and system of the present invention, in order to solve the problem of poor accuracy of tire absorption energy experiments in the prior art, applies a radial load to an aviation tire whose speed reaches the landing speed, and performs landing deceleration simulation on the aviation tire based on load, inertia simulation and brake; calculates in real time the motor energy, brake absorption energy and drum residual energy of the aviation tire during the landing deceleration simulation process; calculates in real time the actual absorption energy measured value of the aviation tire based on the initial rotational energy, motor energy, brake absorption energy and drum residual energy, and performs closed-loop feedback adjustment on the output of the motor based on the actual absorption energy measured value and a pre-constructed target curve to reduce the deviation between the actual absorption energy measured value and the target value. The present application makes the experimental control process more accurate and can accurately fit the target curve. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] The present invention will be further described below in conjunction with the accompanying drawings and embodiments:

[0057] Figure 1 This is an application scenario diagram of an aviation tire test energy control method shown in an embodiment of the present application;

[0058] Figure 2 is a flow chart of an aviation tire test energy control method shown in one embodiment of the present application;

[0059] Figure 3 It is a schematic diagram of a motor-driven rotating drum in one embodiment of the present application;

[0060] Figure 4 It is a structural diagram of an aviation tire test energy control system shown in one embodiment of the present application. DETAILED DESCRIPTION

[0061] The following describes the embodiments of the present invention by specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict.

[0062] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show the layers related to the present invention rather than being drawn according to the number, shape and size of the layers in actual implementation. In actual implementation, the type, quantity and proportion of each layer may be changed arbitrarily, and the layer layout may also be more complicated.

[0063] In the following description, numerous details are discussed to provide a more thorough explanation of embodiments of the present invention; however, it is apparent to one skilled in the art that embodiments of the present invention may be practiced without these specific details.

[0064] Figure 1 is an application scenario diagram of an aviation tire test energy control method shown in an embodiment of the present application, such as Figure 1 As shown, in this application, a motor is used to drive a rotating drum, and the rotating drum drives the tire to rotate when rotating. During the experiment, a master cylinder is also used to apply a radial load to the tire to simulate the landing process of an aircraft. Among them, torque sensors are provided between the motor and the rotating drum and on the rotating shaft of the profile.

[0065] When the tire is not slipping, the drum, tire, and torque sensor can be considered as a whole. The parameter brake control pressure size P is set, and the aircraft inertia I is input. Electric inertia simulation braking can be performed according to the conventional inertia table.

[0066] Figure 2 FIG. 1 is a flow chart of an aviation tire test energy control method shown in an embodiment of the present application. Figure 1 As shown: An aviation tire test energy control method of this embodiment may include steps S110 to S140:

[0067] S110, accelerating a drum for driving an aircraft tire to a landing speed, and acquiring initial rotational energy of the drum for driving the aircraft tire, wherein the initial rotational energy is energy corresponding to when the drum is accelerated to the landing speed, and the drum is driven by a motor;

[0068] At the beginning of the experiment, the motor drives the drum, and the drum is used to drive the aircraft tire, so that both the aircraft tire and the drum are accelerated to the landing speed. Figure 3 Schematic diagram of a motor-driven drum in an embodiment of the present application, such as Figure 3 As shown in the figure, T is the torque measured by the torque sensor when the motor drives the drum, J is the inertia of all rotations from the torque sensor to the drum, and α is the angular acceleration of the drum. The motor controls the drum to accelerate uniformly from 0 to 130 km / h. Considering that static friction and other interference may occur in the early stage, it is necessary to find the constant torque part for more accurate calculation.

[0069] For example, to simplify the program calculation, only the torque and speed curve parameters corresponding to the 30-100 km / h segment are taken, and it can be determined that this segment has been freed from the influence of static friction.

[0070] Specifically, in the present application, the initial rotational energy of the drum for driving the aircraft tire is obtained through the following process, which specifically includes:

[0071] S111, measuring the torque of the drum during the process of being accelerated to the landing speed based on a torque sensor;

[0072] S112, selecting a constant torque portion during the process of accelerating the drum to the landing speed, and calculating the inertia of the drum based on the torque of the constant torque portion, the starting speed of the constant torque portion, the terminal speed of the constant torque portion, the diameter of the drum, and the duration of the constant torque portion, wherein the mathematical expression of the inertia of the drum is:

[0073]

[0074] Wherein, J is the inertia of the drum, T is the torque of the constant torque part, r is the radius of the drum, V b is the starting speed of the constant torque part, V e is the terminal speed of the constant torque portion, T be is the duration of the constant torque portion;

[0075] S113, calculating the initial rotational energy of the drum based on the inertia J of the drum and the angular velocity of the drum corresponding to the landing speed, wherein the mathematical expression of the initial rotational energy of the drum is:

[0076]

[0077] In the formula, E 0 is the initial rotational energy of the drum, and ω is the angular velocity of the drum corresponding to the landing speed.

[0078] In this embodiment, the section corresponding to the speed range of 30-100 km / h is taken as the constant torque part, and the linear acceleration a and angular acceleration α of the drum in the constant torque part are respectively:

[0079]

[0080] Combined with the most basic formula for measuring the mechanical inertia of the drum: T = J × α, we can get

[0081] S120, applying a radial load to the aircraft tire, and performing a landing deceleration simulation on the aircraft tire based on the load, inertia simulation, and a brake, wherein the brake is used to brake the aircraft tire;

[0082] The present application applies a radial load Lr to the aircraft tire to simulate the pressure of the aircraft body on the tire when the aircraft lands, and simulates the rotational inertia of the aircraft body translation part equivalent to the aircraft tire through inertia, and brakes the aircraft tire through the brake, thereby constituting the working condition of the aircraft tire when performing landing deceleration.

[0083] In this implementation, the test requirements are: the tire should absorb 56% of the energy E during the low-speed landing test. K , the energy absorbed during the high-speed landing test should be 44% E K .

[0084] During the experiment, when the landing speed of the drum is greater than the preset speed threshold, the tire lands at a high speed. The preset threshold for experimental determination is 44% E K When the landing speed of the drum is less than or equal to the preset speed threshold, the tire lands at a low speed. The preset threshold for experimental determination is 56% E K ;

[0085] E K =49.6×Lr, Lr is the load, E K Indicates energy.

[0086] In this application, the electric inertia simulation algorithm is used to simulate the inertia effect of aircraft tires during landing. The specific process of landing deceleration simulation is as follows:

[0087] S121, obtaining the moment of inertia of the aircraft translation part equivalent to the aircraft tire, the sum of the measured moments of all aircraft tires, the speed ratio between the aircraft tire and the drum, the output torque of the motor, and the total friction torque;

[0088] S122, based on the rotational inertia of the aircraft translation part equivalent to the aircraft tire, the measured torque of the aircraft tire, the speed ratio between the aircraft tire and the drum, the output torque of the motor, and the total friction torque T f Calculating the angular deceleration of the aircraft tire;

[0089] The mathematical expression of the angular deceleration is:

[0090] α=[T me ×iT f ] / (J T -J m ) (6)

[0091] Where α is the angular deceleration, T me is the sum of the measured moments of all aircraft tires, i is the speed ratio between the aircraft tire and the drum, T f is the total friction torque, J T is the moment of inertia of the aircraft translation part equivalent to the aircraft tire, J m is the equivalent mechanical inertia, that is, the mechanical inertia after the torque sensor is equivalent to the inertia of the aircraft tire. Wherein, the speed ratio i is the ratio of the radius of the aircraft tire to the radius of the drum.

[0092] In this application, due to the total friction torque T f The calculation of is very complicated, and it changes with the bearing lubrication conditions, grease temperature, contact conditions between the drum and the aircraft tire, and the rotation speed. It is also impossible to accurately measure its value. Since its value is much smaller than the braking torque, it can be ignored. That is, T f =0, the mathematical expression of angular deceleration can be simplified to:

[0093] α=(T me ×i) / (J T -J m ) (7)

[0094] In this application, T can also be roughly measured by the following method: f The values ​​include:

[0095] (1) Start the motor in the test equipment so that the drum drives the aircraft tire;

[0096] (2) Take the sum of the values ​​of the torque sensor on the aircraft tire shaft at n points in time when the speed is stable, T me ';

[0097] (3) The sum of the torque sensor values ​​T based on n points in time when the speed is stable me 'Calculate the total friction torque Tf , the total friction torque T f The mathematical expression is:

[0098] T f =T me '×i (8)

[0099] Substituting formula (8) into formula (6), we can get the following formula:

[0100] α=[T me ×iT me '×i] / (J T -J m ”) (9)

[0101] According to formula (9), the present application can fit the friction torque curve using the data of n rotational speed points, and deduct the friction torque according to the real-time rotational speed during calculation, so as to obtain a more accurate angular deceleration α of the aircraft tire.

[0102] S123, controlling the motor based on the angular deceleration, braking the aircraft tire based on the brake, and applying a load to the aircraft tire to perform a landing deceleration simulation.

[0103] In the present application, closed-loop control is used to control the motor to run at angular deceleration, specifically including:

[0104] S12301, obtaining the total braking torque of all aircraft tires;

[0105] If there are multiple aircraft tires, the total braking torque is the sum of the braking torques on each aircraft tire, and the braking torque on the aircraft tire is directly measured by a torque sensor;

[0106] S12302, calculating the current angular deceleration α' of the aircraft tire based on the total braking torque and the moment of inertia of the aircraft translational part equivalent to the aircraft tire; the mathematical expression of the current angular deceleration α' of the aircraft tire is:

[0107] α'=T B / J T

[0108] S12303, calculating the initial driving current value based on the current angular deceleration α' of the aircraft tire and the total braking torque; specifically, the initial driving current value can be determined by conducting experiments on the motor in advance to determine the current values ​​corresponding to the angular deceleration α' and total braking torque of different aircraft tires. Constructing a data table, so that the initial driving current value can be determined by querying the data table;

[0109] S12304, determining whether there is a deviation between the current angular deceleration α' of the aircraft tire and the angular deceleration α of the aircraft tire; if not, using the initial driving current value as the driving current value; if so, compensating the initial driving current value based on the deviation between the current angular deceleration α' of the aircraft tire and the angular deceleration α of the aircraft tire to obtain the driving current value;

[0110] If there is a deviation between the current aircraft tire angular deceleration α' and the aircraft tire angular deceleration α (angular deceleration α simulated by inertia), it means that the actual control result is incorrect, so the driving current value can be obtained by increasing or decreasing the initial driving current value.

[0111] S12305: Drive the motor based on the driving value so that the angular deceleration α' of the aircraft tire at the next time point is closer to the angular deceleration α of the aircraft tire.

[0112] Finally, the next time point is taken as the current time point and returns to S12301 to achieve cyclic adjustment.

[0113] The above closed-loop control process can continuously correct the driving current so that the angular deceleration α' of the aircraft tire is as close as possible to the angular deceleration α of the aircraft tire, thereby ensuring accurate control results.

[0114] S130, calculating in real time the motor energy, brake absorption energy, and drum residual energy of the aircraft tire during the landing deceleration simulation process;

[0115] When the drum reaches the landing speed, it has an initial energy E 0 According to the control setting, the load of the tire contacting the drum is Lr in a short time, and the brake is applied according to the specified air pressure or hydraulic brake to generate T 1 Torque, the frequency converter controls the drum speed to change from ω to ω within time t 1 T 2 Torque, in which the energy change is: the remaining energy of the drum E 4 , the motor energy is E 2 , the energy absorbed by the brake is E 1 , the energy absorbed by the tire is E 3 .

[0116] The mathematical expression of the energy absorbed by the brake is:

[0117]

[0118] The mathematical expression of the motor energy is:

[0119]

[0120] The mathematical expression of the residual energy of the drum is:

[0121]

[0122] Due to E 3 =E 0 -E 1 -E 2 -E 4 Therefore, the absorbed energy E of the aircraft tire is 3 The mathematical expression is:

[0123]

[0124] S140, calculating in real time the actual value of the absorbed energy of the aviation tire based on the initial rotational energy, the motor energy, the brake absorbed energy and the residual energy of the drum, and performing closed-loop feedback adjustment on the output of the motor based on the actual value of the absorbed energy and a pre-constructed target curve to reduce the deviation between the actual value of the absorbed energy and the target value, wherein the target curve represents the target value of energy absorption during the experimental time.

[0125] In this application, in order to ensure that the energy absorbed by the tire is: E 3 =56%E K =56%×49.6×Lr, so the real-time energy calculation method can be used:

[0126]

[0127] Specifically, the present application adopts a closed-loop feedback adjustment method, so that at each experimental time point, the measured value of the aircraft tire's absorbed energy is close to the target value, so that the actual energy absorption curve of the aircraft tire can be close to the target curve, achieving the goal of precise control. Finally, the experiment is completed within the specified time, E 3 Also able to with 56% E K Very close.

[0128] The specific control process is as follows:

[0129] S1, obtaining a measured value and a target value of the absorbed energy of the aircraft tire at a current time point, wherein the target value is determined from the target curve; for example, the target value at the current time point can be directly queried from the target curve;

[0130] S2, calculating the deviation between the measured value of the absorbed energy of the aircraft tire and the target value; the deviation includes two situations, namely, the measured value is less than the target value (the absorbed energy is insufficient), and the measured value is greater than the target value (the absorbed energy is excessive);

[0131] S3, adjusting the output of the motor at the next time point based on the deviation to reduce the deviation value at the next time point;

[0132] When the absorbed energy is insufficient, the angular deceleration of the motor is increased to make the angular velocity at the next time point smaller; when the absorbed energy is excessive, the angular deceleration of the motor is reduced to make the angular velocity at the next time point larger;

[0133] Based on the formula:

[0134]

[0135] The angular velocity ω at the next time point 1 After being smaller, E 3 will increase; the angular velocity ω at the next time point 1 After the larger, E 3 will decrease;

[0136] S4, when the adjustment is completed, the next time point is taken as the current time point, and the process returns to step S1 until the adjustment of the motor is completed at all time points. After returning to step S1, steps S1 to S3 are repeatedly executed, thereby cyclically adjusting so that the measured value at each time point can be closer to the target value.

[0137] By adopting the above-mentioned overall control method, the actual braking effect of the aircraft can be simulated.

[0138] The above energy determination method and real-time calculation method can make the energy absorbed by the tire closer to the specified value.

[0139] In the prior art, a fixed-mass flywheel is used, and the kinetic energy E absorbed by the tire in each landing test is K The time T that the tire can contact the flywheel C Determine, and if the flywheel has a smaller inertia, ω 2 =145Km / h, E 0 There may be ≤E K .

[0140] If electrical inertia is used to achieve a larger fixed mass flywheel, it may be necessary to use the torque mode, that is, artificially control the inertial rotation time of the flywheel without tire load, thereby controlling the time required for the tire to absorb the specified kinetic energy, T C .

[0141] And control T C The same principle applies to the value of: when the time reaches T C The rear tire is separated from the drum, and it is also necessary to calculate and verify whether the energy is sufficient. However, it is more direct and more accurate to directly separate the tire after reaching the specified value through the real-time energy calculation method in this application.

[0142] The invention discloses an aviation tire test energy control method. In order to solve the problem of poor tire absorption energy test accuracy in the prior art, a radial load is applied to an aviation tire whose speed reaches the landing speed, and a landing deceleration simulation is performed on the aviation tire based on load, inertia simulation and brake; the motor energy, brake absorption energy and drum residual energy of the aviation tire during the landing deceleration simulation are calculated in real time; the measured value of the aircraft tire's absorption energy is calculated in real time based on the initial rotational energy, motor energy, brake absorption energy and drum residual energy; the output of the motor is closed-loop feedback-regulated based on the measured value of the absorption energy and a pre-constructed target curve to reduce the deviation between the measured value of the absorption energy and the target value. The application makes the experimental control process more accurate and can accurately fit the target curve.

[0143] The present application also provides an aviation tire test energy control system, comprising:

[0144] An acquisition module, used to accelerate a drum for driving an aircraft tire to a landing speed, and acquire initial rotational energy of the drum, wherein the initial rotational energy is energy corresponding to when the drum is accelerated to the landing speed, and the drum is driven by a motor;

[0145] a first control module, configured to apply a radial load to the aircraft tire, and perform a landing deceleration simulation on the aircraft tire based on the load, inertia simulation, and a brake, wherein the brake is used to brake the aircraft tire;

[0146] A calculation module, used for calculating in real time the motor energy, brake absorption energy and drum residual energy of the aircraft tire during the landing deceleration simulation process;

[0147] The second control module is used to calculate the actual absorption energy value of the aircraft tire in real time based on the initial rotational energy, the motor energy, the brake absorption energy and the residual energy of the drum, and to perform closed-loop feedback adjustment on the output of the motor based on the actual absorption energy measured value and a pre-constructed target curve to reduce the deviation between the actual absorption energy measured value and the target value, wherein the target curve represents the target value of energy absorption during the experimental time.

[0148] An aviation tire test energy control system of the present invention, in order to solve the problem of poor accuracy of tire absorption energy experiments in the prior art, applies a radial load to an aviation tire whose speed reaches the landing speed, and performs landing deceleration simulation on the aviation tire based on load, inertia simulation and brake; calculates in real time the motor energy, brake absorption energy and drum residual energy of the aviation tire during the landing deceleration simulation process; calculates in real time the actual absorption energy measured value of the aviation tire based on the initial rotational energy, motor energy, brake absorption energy and drum residual energy, and performs closed-loop feedback adjustment on the output of the motor based on the actual absorption energy measured value and a pre-constructed target curve to reduce the deviation between the actual absorption energy measured value and the target value. The present application makes the experimental control process more accurate and can accurately fit the target curve.

[0149] This embodiment further provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, any one of the methods in this embodiment is implemented, wherein the method is the execution logic of this system.

[0150] This embodiment also provides an electronic terminal, including: a processor and a memory;

[0151] The memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory, so that the terminal executes any one of the methods in this embodiment.

[0152] The computer-readable storage medium in this embodiment can be understood by ordinary technicians in this field: all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to the computer program. The aforementioned computer program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, magnetic disk or optical disk and other media that can store program codes.

[0153] The electronic terminal provided in this embodiment includes a processor, a memory, a transceiver and a communication interface. The memory and the communication interface are connected to the processor and the transceiver and complete communication with each other. The memory is used to store computer programs, the communication interface is used to communicate, and the processor and the transceiver are used to run computer programs so that the electronic terminal executes each step of the above method.

[0154] In this embodiment, the memory may include a random access memory (RAM), and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0155] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0156] In the above-mentioned embodiments, although the present invention has been described in conjunction with the specific embodiments of the present invention, many replacements, modifications and variations of these embodiments will be apparent to those of ordinary skill in the art based on the foregoing description. The embodiments of the present invention are intended to cover all such replacements, modifications and variations falling within the broad scope of the appended claims.

[0157] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed by the present invention shall still be covered by the claims of the present invention.

Claims

1. An aviation tire test energy control method, characterized in that: Includes steps: Accelerating a drum for driving an aircraft tire to a landing speed and obtaining initial rotational energy of the drum, wherein the initial rotational energy is energy corresponding to when the drum is accelerated to the landing speed, and the drum is driven by a motor; Applying a radial load to the aircraft tire, and performing a landing deceleration simulation on the aircraft tire based on the load, inertia simulation, and a brake, wherein the brake is used to brake the aircraft tire; Real-time calculation of the motor energy, brake absorption energy and drum residual energy of the aircraft tire during the landing deceleration simulation process; The actual absorption energy value of the aviation tire is calculated in real time based on the initial rotational energy, the motor energy, the brake absorption energy and the residual energy of the drum, and the output of the motor is adjusted through closed-loop feedback based on the actual absorption energy value and a pre-constructed target curve to reduce the deviation between the actual absorption energy measured value and the target value, wherein the target curve represents the target value of energy absorption during the experimental time.

2. The method for controlling the energy of an aircraft tire test according to claim 1, characterized in that: The output of the motor is adjusted by closed-loop feedback based on the measured value of the absorbed energy and a pre-built target curve, including: S1, obtaining a measured value and a target value of the absorbed energy of the aircraft tire at a current time point, wherein the target value is determined from the target curve; S2, calculating a deviation between a measured value of the absorbed energy of the aircraft tire and a target value; S3, adjusting the output of the motor at the next time point based on the deviation to reduce the deviation value at the next time point; S4, when the adjustment is completed, the next time point is taken as the current time point, and the process returns to step S1 until the adjustment of the motor is completed at all time points.

3. The method for controlling the energy of an aircraft tire test according to claim 1, characterized in that: Performing landing deceleration simulation on the aircraft tire based on the load, inertia simulation and brake, including: Obtaining the moment of inertia of the aircraft translation part equivalent to the aircraft tire, the sum of the measured moments of all aircraft tires, the speed ratio between the aircraft tire and the drum, the output torque of the motor, and the total friction torque; Based on the rotational inertia of the aircraft translation part equivalent to the aircraft tire, the measured torque of the aircraft tire, the speed ratio between the aircraft tire and the drum, the output torque of the motor and the total friction torque T f Calculating the angular deceleration of the aircraft tire; The motor is controlled based on the angular deceleration, the aircraft tire is braked based on the brake, and a load is applied to the aircraft tire to perform landing deceleration simulation.

4. The method for controlling the energy of an aircraft tire test according to claim 1, characterized in that: Obtaining the initial rotational energy of the drum used to drive the aircraft tire includes: measuring the torque of the drum as it is accelerated to a landing speed; The constant torque portion during the process of the drum accelerating to the landing speed is selected, and the inertia of the drum is calculated based on the torque of the constant torque portion, the starting speed of the constant torque portion, the terminal speed of the constant torque portion, the diameter of the drum, and the duration of the constant torque portion, wherein the mathematical expression of the inertia of the drum is: Wherein, J is the inertia of the drum, T is the torque of the constant torque part, r is the radius of the drum, V b is the starting speed of the constant torque part, V e is the terminal speed of the constant torque part, T be is the duration of the constant torque portion; The initial rotational energy of the drum is calculated based on the inertia J of the drum and the angular velocity of the drum corresponding to the landing speed, wherein the mathematical expression of the initial rotational energy of the drum is: Wherein, E0 is the initial rotation energy of the drum, and ω is the angular velocity of the drum corresponding to the landing speed.

5. The method for controlling the energy of an aircraft tire test according to claim 1, characterized in that: The mathematical expression of the energy absorbed by the brake is: The mathematical expression of the motor energy is: The mathematical expression of the residual energy of the drum is: Where E1 is the energy absorbed by the brake, E2 is the motor energy, E4 is the residual energy of the drum, T1 is the torque generated when the brake brakes the aircraft tire, and T2 is the torque generated when the drum changes from the angular velocity ω to the angular velocity ω1 within time t.

6. The method for controlling the energy of an aircraft tire test according to claim 5, characterized in that: The mathematical expression of the absorbed energy of the aircraft tire is: Where E3 is the absorbed energy of the aircraft tire.

7. The method for controlling the energy of an aircraft tire test according to claim 1, characterized in that: When the landing speed of the drum is greater than the preset speed threshold, the preset threshold is 44% E K When the landing speed of the drum is less than or equal to the preset speed threshold, the preset threshold is 56% E K , where E K =49.6×Lr, Lr is the load.

8. The method for controlling energy of aircraft tire test according to claim 3, characterized in that: The mathematical expression of the angular deceleration is: α=[T me ×i-T f ] / (J T -J m ) Where α is the angular deceleration, T me is the sum of the measured moments of all aircraft tires, i is the speed ratio between the aircraft tire and the drum, T f is the total friction torque, J T is the moment of inertia of the aircraft translation part equivalent to the aircraft tire, J m is the equivalent mechanical inertia.

9. The method for controlling the energy of an aircraft tire test according to claim 3, characterized in that: Controlling the motor based on the angular deceleration includes: Get the total braking torque of all aircraft tires; The current angular deceleration α' of the aircraft tire is calculated based on the total braking torque and the moment of inertia of the aircraft translation part equivalent to the aircraft tire; the mathematical expression of the current angular deceleration α' of the aircraft tire is: α'=T B / J T Where, T B is the total braking torque, J T The moment of inertia of the aircraft translational part equivalent to the aircraft tire; Calculating an initial driving current value based on the current angular deceleration α' of the aircraft tire and the total braking torque; Determine whether there is a deviation between the current angular deceleration α' of the aircraft tire and the angular deceleration α of the aircraft tire; if not, use the initial driving current value as the driving current value; if so, compensate the initial driving current value based on the deviation between the current angular deceleration α' of the aircraft tire and the angular deceleration α of the aircraft tire to obtain the driving current value; The motor is driven based on the driving value so that the angular deceleration α′ of the aircraft tire at a next time point is closer to the angular deceleration α of the aircraft tire.

10. An aviation tire test energy control system, characterized in that: include: An acquisition module, used to accelerate a drum for driving an aircraft tire to a landing speed, and acquire initial rotational energy of the drum, wherein the initial rotational energy is energy corresponding to when the drum is accelerated to the landing speed, and the drum is driven by a motor; a first control module, configured to apply a radial load to the aircraft tire, and perform a landing deceleration simulation on the aircraft tire based on the load, inertia simulation, and a brake, wherein the brake is used to brake the aircraft tire; A calculation module, used for calculating in real time the motor energy, brake absorption energy and drum residual energy of the aircraft tire during the landing deceleration simulation process; The second control module is used to calculate the actual absorption energy value of the aircraft tire in real time based on the initial rotational energy, the motor energy, the brake absorption energy and the residual energy of the drum, and to perform closed-loop feedback adjustment on the output of the motor based on the actual absorption energy measured value and a pre-constructed target curve to reduce the deviation between the actual absorption energy measured value and the target value, wherein the target curve represents the target value of energy absorption during the experimental time.

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