An aircraft tire testing energy control method and system

Abstract

The present application relates to the technical field of energy control, in particular to an aviation tire test energy control method and system, in order to solve the problem of poor test precision of tire energy absorption in the prior art, a radial load is applied to the aviation tire reaching the landing speed, and landing deceleration simulation is performed on the aviation tire based on load, inertia simulation and brake; the motor energy, brake energy absorption and drum residual energy of the aviation tire during the landing deceleration simulation process are calculated in real time; the measured value of the absorption energy of the aviation tire is calculated in real time based on the initial rotational energy, motor energy, brake energy absorption and drum residual energy; the output of the motor is closed-loop feedback adjusted based on the measured value of the absorption energy and the target curve constructed in advance, so as to reduce the deviation between the measured value of the absorption energy and the target value, and the application makes the experimental control process more accurate and can accurately fit the target curve.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of energy control, and particularly relates to an aviation tire test energy control method and system. BACKGROUND

[0002] In the experiment of simulating the landing of an airplane, a load needs to be applied to the airplane tire according to an experimental standard, and a braking process of the airplane needs to be simulated, so that the absorbed energy of the airplane tire reaches a preset value.

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

[0004] Therefore, the present application provides an aviation tire test energy control method and system to solve the problem of poor experimental accuracy of the absorbed energy of the tire in the prior art.

[0005] To achieve the above object, the present application adopts the following technical scheme:

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

[0007] accelerating a rotating drum used for driving the aviation tire to a landing speed, and obtaining an initial rotational energy of the rotating drum, wherein the initial rotational energy is the energy corresponding to the rotating drum being accelerated to the landing speed, and the rotating drum is driven by a motor;

[0008] applying a radial load to the aviation tire, and simulating landing deceleration of the aviation tire based on the load, inertia simulation and a brake for the aviation tire, wherein the brake is used to brake the aviation tire;

[0009] calculating the motor energy, the brake absorbed energy and the residual energy of the rotating drum of the aviation tire in real time during the simulation of landing deceleration;

[0010] calculating a measured value of the absorbed energy of the aviation tire in real time based on the initial rotational energy, the motor energy, the brake absorbed energy and the residual energy of the rotating drum, and performing closed-loop feedback adjustment on the output of the motor based on the measured value of the absorbed energy and a target curve pre-constructed, so as to reduce the deviation between the measured value of the absorbed energy and a target value, wherein the target curve represents the target value of energy absorption of the experimental time.

[0011] In an embodiment of the present application, the closed-loop feedback adjustment on the output of the motor based on the measured value of the absorbed energy and the target curve pre-constructed comprises:

[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 the measured value and the target value of the absorbed energy of the aircraft tire;

[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, taking the next time point as the current time point, and returning to step S1 until the adjustment of the motor is completed at all time points.

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

[0017] obtaining the rotational inertia of the aircraft translating part equivalent to the aircraft tire, the sum of the measured torque 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] controlling the motor based on the rotational inertia of the aircraft translating 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] 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 simulate landing deceleration.

[0020] In an embodiment of the present application, the initial rotational energy of the drum for driving the aircraft tire is obtained, including:

[0021] measuring the torque during acceleration of the drum to the landing speed;

[0022] selecting a constant part of the torque during acceleration of the drum to the landing speed, and calculating the inertia of the drum based on the torque of the constant part of the torque, the starting speed of the constant part of the torque, the terminal speed of the constant part of the torque, the diameter of the drum and the time length of the constant part of the torque, 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 part of the torque, r is the radius of the drum, V bV is a start speed of the constant torque portion e T is an end speed of the constant torque portion be is a time length of the constant torque portion

[0025] calculating an initial rotation energy of the drum based on an inertia J of the drum and an angular speed of the drum corresponding to the landing speed, wherein a mathematical expression of the initial rotation energy of the drum is:

[0026]

[0027] In the formula, E0 is the initial rotation energy of the drum, and ω is the angular speed of the drum corresponding to the landing speed.

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

[0029]

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

[0031]

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

[0033]

[0034] In the formula, E1 is the energy absorbed by the brake, E2 is the motor energy, E4 is the residual energy of the drum, T1 is a torque generated when the brake brakes the aircraft tire, and T2 is a torque generated when the angular speed of the drum changes from ω to ω1 in time t.

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

[0036]

[0037] In the formula, E3 is the energy absorbed by the aircraft tire.

[0038] In an 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 ; and when the landing speed of the drum is less than or equal to the preset speed threshold, the preset threshold is 56% E K , wherein E K = 49.6 x Lr, and Lr is the load.

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

[0040] α = [Tme x i-T f ] / (J T -J m

[0041] wherein, a is angular deceleration, T me is the sum of measured moments of all aircraft tires, i is the speed ratio between the aircraft tire and the drum, T f is the total friction moment, 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 an embodiment of the present application, the motor is controlled based on the angular deceleration, comprising:

[0043] obtaining the total braking moment of all aircraft tires;

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

[0045] a' = T B / J T

[0046] wherein, T B is the total braking moment, J T is the moment of inertia of the aircraft translation part equivalent to the aircraft tire;

[0047] calculating the initial driving current value based on the angular deceleration a' of the current aircraft tire and the total braking moment;

[0048] judging whether the angular deceleration a' of the current aircraft tire deviates from the angular deceleration a of the aircraft tire, if not, taking the initial driving current value as the driving current value, if yes, compensating the initial driving current value based on the deviation between the angular deceleration a' of the current aircraft tire and the angular deceleration a of the aircraft tire to obtain the driving current value;

[0049] driving the motor based on the driving value to make the angular deceleration a' of the aircraft tire at the next time point closer to the angular deceleration a of the aircraft tire.

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

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

[0052] The first control module is used to apply a radial load to the aircraft tire and to simulate landing deceleration of the aircraft tire based on the load, inertia simulation, and brake, wherein the brake is used to brake the aircraft tire.

[0053] The calculation module is used to calculate in real time the motor energy, brake absorbed energy, and drum remaining energy of the aircraft tire during the landing deceleration simulation process;

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

[0055] The beneficial effects of this invention are as follows: The energy control method and system for aircraft tire testing of this invention addresses the problem of poor accuracy in tire energy absorption experiments in the prior art. It applies a radial load to the aircraft tire when its speed reaches the landing speed, and simulates landing deceleration of the aircraft tire based on load, inertia simulation, and brake operation. It calculates in real-time the motor energy, brake absorbed energy, and remaining drum energy of the aircraft tire during the landing deceleration simulation. Based on the initial rotational energy, motor energy, brake absorbed energy, and remaining drum energy, it calculates the measured value of the aircraft tire's absorbed energy in real-time. Based on the measured absorbed energy value and a pre-constructed target curve, it performs closed-loop feedback adjustment of the motor output to reduce the deviation between the measured absorbed energy value and the target value. This application makes the experimental control process more precise and can accurately fit the target curve. Attached Figure Description

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

[0057] Figure 1 This is an application scenario diagram of an energy control method for aircraft tire testing, as shown in one embodiment of this application;

[0058] Figure 2 This is a flowchart illustrating an energy control method for aircraft tire testing in one embodiment of this application;

[0059] Figure 3This is a schematic diagram of a motor-driven drum in one embodiment of this application;

[0060] Figure 4 This is a structural diagram of an energy control system for aircraft tire testing, shown in one embodiment of this application. Detailed Implementation

[0061] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.

[0062] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the layers related to the present invention and are not drawn according to the actual number, shape and size of the layers in the actual implementation. In the actual implementation, the form, number and proportion of each layer can be arbitrarily changed, and the layer layout may also be more complex.

[0063] Numerous details are explored in the following description to provide a more thorough explanation of embodiments of the invention; however, it will be apparent to those skilled in the art that embodiments of the invention may be practiced without these specific details.

[0064] Figure 1 This is an application scenario diagram of an energy control method for aircraft tire testing, as shown in one embodiment of this application. Figure 1 As shown, in this application, a motor drives a rotating drum, which in turn rotates the tire. During the experiment, a master cylinder applies a radial load to the tire to simulate the landing process of an aircraft. Torque sensors are installed between the motor and the rotating drum, as well as along the shaft of the rotating profile.

[0065] If the tire does not slip, the drum, tire, and torque sensor can be considered as a whole. Set the brake control pressure P and input the aircraft inertia I. Then, simulate braking using electrical inertia according to a conventional inertia table.

[0066] Figure 2 This is a flowchart illustrating an energy control method for aircraft tire testing in one embodiment of this application, as shown below. Figure 1 As shown: An energy control method for aircraft tire testing in this embodiment may include steps S110 to S140:

[0067] S110, the drum used to drive the aircraft tire is accelerated to the landing speed to obtain the initial rotational energy of the drum used to drive the aircraft tire, wherein the initial rotational energy is the energy corresponding to the drum being accelerated to the landing speed, and the drum is driven by a motor;

[0068] At the start of the experiment, the motor drives the drum, which in turn drives the aircraft tire, accelerating both the tire and the drum to landing speed. Figure 3 This is a schematic diagram of a motor-driven drum in one embodiment of this application, as shown below. Figure 3 As shown, T represents the torque measured by the torque sensor driving the drum, J represents the moment of inertia of all rotations from the torque sensor to the drum, and α represents the angular acceleration of the drum. The drum is controlled by a motor to accelerate uniformly from 0 to 130 km / h. Considering the potential for static friction and other disturbances in the early stages, it is necessary to identify the portion of torque that is constant for more accurate calculations.

[0069] For example, to simplify the calculation, only the torque and speed curve parameters corresponding to the 30-100 km / h segment are taken, which can be considered as this segment being free from the influence of static friction, etc.

[0070] Specifically, this application obtains the initial rotational energy for driving the drum of the aircraft tire through the following process, including:

[0071] S111, The torque of the drum is measured by a torque sensor during the acceleration to landing speed;

[0072] S112, Select the constant torque portion during the acceleration of the drum to the landing speed, and calculate the inertia of the drum based on the torque of the constant torque portion, the starting speed of the constant torque portion, the ending speed of the constant torque portion, the diameter of the drum, and the duration of the constant torque portion. The mathematical expression for the inertia of the drum is:

[0073]

[0074] In the formula, J is the moment of inertia of the drum, T is the torque of the constant torque portion, r is the radius of the drum, and V... b V is the starting velocity of the constant torque portion. e T is the final velocity of the constant torque portion. be The duration of the constant torque portion;

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

[0076]

[0077] In the formula, E0 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 segment corresponding to the speed range of 30-100 km / h is taken as the constant torque part. The linear acceleration α and angular acceleration α of the drum in the constant torque part are as follows:

[0079]

[0080] Combining the most basic formula for measuring the mechanical inertia of a drum: T=J×α, we can obtain...

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

[0082] This application applies a radial load Lr to the aircraft tire to simulate the pressure exerted on the tire by the aircraft body during landing, and uses inertia to simulate the rotational inertia of the translational parts of the aircraft body equivalent to the aircraft tire, as well as braking the aircraft tire through a brake. This constitutes the working condition of the aircraft tire during landing deceleration.

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

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

[0085] E K = 49.6 × Lr, where Lr is the load, E K It represents energy.

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

[0087] S121, obtain the moment of inertia of the aircraft translational part equivalent to the aircraft tire, the sum of the measured torques 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 moment of inertia of the aircraft's translational components 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 frictional torque T. f Calculate the angular deceleration of the aircraft tire;

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

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

[0091] In the formula, α is the angular deceleration, and T is the angular deceleration. me The sum of the measured torques of all aircraft tires, where i is the speed ratio between the aircraft tire and the drum, and T is the torque of all aircraft tires. f For the total frictional torque, J T J is the moment of inertia of the aircraft's translational components, equivalent to that on the aircraft tires. m The equivalent mechanical inertia is the mechanical inertia after the torque sensor, which is equivalent to the inertia of the aircraft tire. Here, 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 frictional torque T f The calculation is very complex, and it varies with bearing lubrication conditions, grease temperature, contact conditions between the drum and the aircraft tire, and rotational speed, making it impossible to measure accurately. Given that its value is much smaller than the braking torque, it can be ignored, i.e., let T... f If = 0, then the mathematical expression for 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) The sum of the torque sensor values ​​on the aircraft tire shaft at n time points when the rotational speed is stable is T. me ';

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

[0098] T f =T me '×i (8)

[0099] Substituting formula (8) into formula (6), we obtain the following calculation formula:

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

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

[0102] S123, control the motor based on the angular deceleration, brake the aircraft tire based on the brake, and apply load to the aircraft tire to simulate landing deceleration.

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

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

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

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

[0107] α'=T B / J T

[0108] S12303, calculate the initial drive current value based on the current angular deceleration α' of the aircraft tire and the total braking torque; specifically, the initial drive current value can be determined experimentally by conducting experiments on the motor in advance to determine the current value corresponding to different angular deceleration α' and total braking torque of the aircraft tire. A data table is constructed so that the initial drive current value can be determined by querying the data table;

[0109] S12304, 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 drive current value as the drive current value. If so, compensate the initial drive 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 drive current value.

[0110] If there is a deviation between the current angular deceleration α' of the aircraft tire and the angular deceleration α (angular deceleration α simulated by inertia), it indicates that the actual control result is incorrect. Therefore, the drive current value can be obtained by increasing or decreasing the initial drive 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 used as the current time point and returned to S12301 to achieve cyclic adjustment.

[0113] The above closed-loop control process can continuously correct the drive 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, thus ensuring accurate control results.

[0114] S130, calculate in real time the motor energy, brake absorbed energy, and drum remaining energy of the aircraft tire during the landing deceleration simulation process;

[0115] When the drum reaches the landing speed, it has an initial energy of E0. According to the control settings, the load of the tire contacting the drum in a short time is Lr. At the same time, the brake is applied according to the specified air pressure or hydraulic braking to generate torque T1. The frequency converter controls the drum speed to change from ω to ω1 in time t to generate torque T2. The energy changes in this process are: the remaining energy of the drum is E4, the energy of the motor is E2, the energy absorbed by the brake is E1, and the energy absorbed by the tire is E3.

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

[0117]

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

[0119]

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

[0121]

[0122] Since E3 = E0 - E1 - E2 - E4, the mathematical expression for the energy absorbed by the aircraft tire, E3, is:

[0123]

[0124] S140, the measured value of the absorbed energy of the aircraft tire is calculated in real time based on the initial rotational energy, the motor energy, the energy absorbed by the brake, and the remaining energy of the drum. Based on the measured value of absorbed energy and the pre-constructed target curve, the output of the motor is adjusted in a closed-loop feedback manner to reduce the deviation between the measured value of absorbed energy and the target value. The target curve represents the target value of energy absorption during the experimental time.

[0125] In this application, to ensure that the energy absorbed by the tire is: E3 = 56%E K = 56% × 49.6 × Lr, therefore, real-time energy calculation can be used:

[0126]

[0127] Specifically, this application employs a closed-loop feedback control method to ensure that the measured energy absorption value of the aircraft tire at each experimental time point is close to the target value. This allows the actual energy absorption curve of the aircraft tire to closely approximate the target curve, achieving precise control. Finally, by completing the experiment within the specified time, E3 can also achieve 56% E... K Very close.

[0128] The specific control process is as follows:

[0129] S1, obtain the measured value and target value of the energy absorbed by the aircraft tire at the 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, calculate the deviation between the measured value and the target value of the energy absorbed by the aircraft tire; the deviation includes two cases, namely, the measured value is less than the target value (insufficient energy absorption), and the measured value is greater than the target value (excessive energy absorption);

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

[0132] If the energy absorbed is insufficient, increase the angular deceleration of the motor to make the angular velocity at the next time point smaller; if the energy absorbed is excessive, decrease the angular deceleration of the motor to make the angular velocity at the next time point larger.

[0133] Based on the formula:

[0134]

[0135] If the angular velocity ω1 is smaller at the next time point, E3 will increase; if the angular velocity ω1 is larger at the next time point, E3 will decrease.

[0136] S4. Upon completion of the adjustment, the next time point is taken as the current time point, and the process returns to step S1 until the motor adjustment is completed at all time points. After returning to step S1, steps S1-S3 are repeated to perform cyclical adjustment, ensuring that the measured value at each time point is closer to the target value.

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

[0138] The above-mentioned energy determination method, which calculates energy in real time, can make the energy absorbed by the tire closer to the specified value.

[0139] In existing technologies, a flywheel of fixed mass is used, and the kinetic energy E absorbed by the tires during each landing test is... K The available time T for tire contact with flywheel C It is certain that, and if the flywheel has a small moment of inertia, ω 2 At a speed of 145 km / h, E0 may be ≤ E K .

[0140] If electric inertia is used to implement a flywheel with a large fixed mass, a torque mode may be required. This involves manually controlling the inertial rotation time of the flywheel under no-tire load, thereby controlling the value T of the time required for the tire to absorb a specified amount of kinetic energy. C .

[0141] And controlling T C The same principle applies to the value: when time reaches T C The rear tire detaches from the drum, and it's necessary to calculate and verify whether the energy requirement is met. However, the real-time energy calculation method described in this application allows the tire to detach directly once the specified value is reached, which is more direct and accurate.

[0142] This invention discloses an energy control method for aircraft tire testing. To address the problem of poor accuracy in tire energy absorption experiments in existing technologies, a radial load is applied to the aircraft tire when its speed reaches landing speed. Landing deceleration simulation is performed on the aircraft tire based on load, inertia simulation, and brake simulation. The method calculates in real-time the motor energy, brake absorbed energy, and remaining drum energy during the landing deceleration simulation. Based on the initial rotational energy, motor energy, brake absorbed energy, and remaining drum energy, the measured value of the aircraft tire's absorbed energy is calculated in real-time. The motor output is then adjusted using closed-loop feedback based on the measured absorbed energy value and a pre-constructed target curve to reduce the deviation between the measured absorbed energy value and the target value. This application makes the experimental control process more precise and accurately matches the target curve.

[0143] This application also provides an energy control system for aircraft tire testing, including:

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

[0145] The first control module is used to apply a radial load to the aircraft tire and to simulate landing deceleration of the aircraft tire based on the load, inertia simulation, and brake, wherein the brake is used to brake the aircraft tire.

[0146] The calculation module is used to calculate in real time the motor energy, brake absorbed energy, and drum remaining energy of the aircraft tire during the landing deceleration simulation process;

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

[0148] This invention discloses an energy control system for aircraft tire testing. To address the problem of poor accuracy in tire energy absorption experiments in existing technologies, a radial load is applied to the aircraft tire when its speed reaches landing speed. Landing deceleration simulation is performed on the aircraft tire based on load, inertia simulation, and brake simulation. The system calculates in real-time the motor energy, brake absorbed energy, and remaining drum energy during the landing deceleration simulation. Based on the initial rotational energy, motor energy, brake absorbed energy, and remaining drum energy, the measured value of the aircraft tire's absorbed energy is calculated in real-time. The motor output is then adjusted using closed-loop feedback based on the measured absorbed energy value and a pre-constructed target curve to reduce the deviation between the measured absorbed energy value and the target value. This application makes the experimental control process more precise and able to accurately match the target curve.

[0149] This embodiment also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements any one of the methods in this embodiment, 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 computer programs, and the processor is used to execute the computer programs stored in the memory so that the terminal performs any of the methods in this embodiment.

[0152] As will be understood by those skilled in the art, the computer-readable storage medium described in this embodiment allows for the implementation of all or part of the steps in the above method embodiments by computer program-related hardware. The aforementioned computer program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[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 between them. The memory is used to store computer programs, the communication interface is used to perform communication, and the processor and the transceiver are used to run the computer programs, so that the electronic terminal performs the steps of the above method.

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

[0155] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0156] In the above embodiments, although the invention has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. The embodiments of the invention are intended to cover all such substitutions, 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 invention. Any person skilled in the art can 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 those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A method for controlling energy during aircraft tire testing, characterized in that, Including the following steps: The drum used to drive the aircraft tires is accelerated to the landing speed, and the initial rotational energy of the drum is obtained, wherein the initial rotational energy is the energy corresponding to the drum being accelerated to the landing speed, and the drum is driven by a motor; A radial load is applied to the aircraft tire, and a landing deceleration simulation is performed on the aircraft tire based on the load, inertia simulation, and a brake, wherein the brake is used to brake the aircraft tire. The landing deceleration simulation based on the load, inertia simulation, and brake includes: obtaining the rotational inertia of the aircraft's translational components equivalent to the aircraft tire, the sum of the measured torques of all aircraft tires, the speed ratio between the aircraft tire and the drum, the output torque of the motor, and the total frictional torque; based on the rotational inertia of the aircraft's translational components 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 frictional torque... The angular deceleration of the aircraft tire is calculated, wherein the output torque of the motor is the mechanical inertia after the torque sensor, which is equivalent to the inertia of the aircraft tire; the motor is controlled based on the angular deceleration, and the aircraft tire is braked based on the brake, and a load is applied to the aircraft tire to simulate landing deceleration. The system calculates in real time the energy of the motor, the energy absorbed by the brakes, and the remaining energy of the drum during the simulated landing deceleration process of the aircraft tire. The measured value of the absorbed energy of the aircraft tire is calculated in real time based on the initial rotational energy, the motor energy, the energy absorbed by the brake, and the remaining energy of the drum. The output of the motor is adjusted in a closed loop based on the measured value of absorbed energy and the pre-constructed target curve to reduce the deviation between the measured value of absorbed energy and the target value. The target curve represents the target value of energy absorption during the experimental time.

2. The energy control method for aircraft tire testing according to claim 1, characterized in that, Based on the measured value of the absorbed energy and the pre-constructed target curve, the output of the motor is adjusted using closed-loop feedback, including: S1, obtain the measured value and target value of the energy absorbed by the aircraft tire at the current time point, wherein the target value is determined from the target curve; S2, calculate the measured value and the deviation of the target value of the energy absorbed by the aircraft tire; S3, adjust the output of the motor at the next time point based on the deviation, so as 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 energy control method for aircraft tire testing according to claim 1, characterized in that, Obtaining the initial rotational energy for the drum used to drive the aircraft tires includes: The torque was measured as the drum was accelerated to landing speed; The constant torque portion during the drum's acceleration to landing speed is selected, and the drum's inertia is calculated based on the torque of this constant torque portion, its starting velocity, its ending velocity, the drum's diameter, and the duration of this constant torque portion. The mathematical expression for the drum's inertia is: In the formula, The moment of inertia of the drum. This refers to the torque of the constant portion of the torque. The radius of the drum is... The starting speed of the constant torque portion. The final velocity of the constant torque portion. The duration of the constant torque portion; Based on the inertia of the drum The initial rotational energy of the drum is calculated based on the drum angular velocity corresponding to the landing speed, wherein the mathematical expression for the initial rotational energy of the drum is: In the formula, The initial rotational energy of the drum. This is the angular velocity of the drum corresponding to the landing speed.

4. The energy control method for aircraft tire testing according to claim 3, characterized in that, The mathematical expression for the energy absorbed by the brake is: The mathematical expression for the motor energy is: The mathematical expression for the remaining energy of the drum is: In the formula, To absorb energy for the brake, For motor energy, To replenish the energy of the drum, This refers to the torque generated when the brakes apply pressure to the aircraft tires. For the drum to rotate in time Inner angular velocity Change to angular velocity The torque generated during the process.

5. The energy control method for aircraft tire testing according to claim 4, characterized in that, The mathematical expression for the energy absorbed by the aircraft tire is: In the formula, For the absorption of energy by aircraft tires, The initial rotational energy of the drum. The brake absorbs energy. The energy of the motor, The remaining energy of the drum.

6. The energy control method for aircraft tire testing according to claim 1, characterized in that, When the landing speed of the drum is greater than a preset speed threshold, the preset threshold used for experimental determination is: ; When the landing speed of the drum is less than or equal to a preset speed threshold, the preset threshold used for experimental determination is: ,in, , For load.

7. The energy control method for aircraft tire testing according to claim 1, characterized in that, The mathematical expression for the angular deceleration is: In the formula, Angular deceleration, This is the sum of the measured torques of all aircraft tires. The speed ratio between the aircraft tire and the drum is given. The total frictional torque, The moment of inertia of the aircraft's translational components is equivalent to that of the aircraft tires. It is the equivalent mechanical inertia.

8. The energy control method for aircraft tire testing according to claim 1, characterized in that, Controlling the motor based on the angular deceleration includes: Obtain the total braking torque of all aircraft tires; The current angular deceleration of the aircraft tires is calculated based on the total braking torque and the moment of inertia of the aircraft's translational components, which is equivalent to that of the aircraft tires. The current angular deceleration of the aircraft tires The mathematical expression is: In the formula, For total braking torque, The moment of inertia of the translational part of the aircraft is equivalent to that of the aircraft tires; Based on the current angular deceleration of aircraft tires The initial drive current value is calculated based on the total braking torque. Determine the current angular deceleration of the aircraft tire. Angular deceleration of the aircraft tire If there is a deviation, then the initial drive current value is used as the drive current value; if so, the current angular deceleration of the aircraft tire is used as the driving current value. Angular deceleration of the aircraft tire The deviation is used to compensate for the initial drive current value to obtain the drive current value; The motor is driven based on the aforementioned drive current value, so that the angular deceleration of the aircraft tire at the next time point is... Angular deceleration of the aircraft tire Closer.

9. An energy control system for aircraft tire testing, characterized in that, The method for controlling energy in aircraft tire testing as described in claim 1 includes: An acquisition module is used to accelerate the drum used to drive the aircraft tire to the landing speed and acquire the initial rotational energy of the drum, wherein the initial rotational energy is the energy corresponding to the drum being accelerated to the landing speed, and the drum is driven by a motor; The first control module is used to apply a radial load to the aircraft tire and to simulate landing deceleration of the aircraft tire based on the load, inertia simulation, and brake, wherein the brake is used to brake the aircraft tire. The calculation module is used to calculate in real time the motor energy, brake absorbed energy, and drum remaining energy of the aircraft tire during the landing deceleration simulation process; The second control module is used to calculate the measured value of the absorbed energy of the aircraft tire in real time based on the initial rotational energy, the motor energy, the energy absorbed by the brake, and the remaining energy of the drum. Based on the measured value of absorbed energy and the pre-constructed target curve, the output of the motor is adjusted in a closed-loop feedback manner to reduce the deviation between the measured value of absorbed energy and the target value. The target curve represents the target value of energy absorption during the experimental time.

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