A method and system for testing the torsional rigidity of an aircraft tire

Abstract

The present application relates to the experimental technical field, specifically relates to a kind of aviation tire test torsional rigidity experimental method and system, and the present application is used to test the yaw torsional rigidity of aviation tire under multiple conditions.First, aviation tire is accelerated to target speed, then vertical load is applied to aviation tire by first oil cylinder.Finally, control second oil cylinder to control aviation tire according to yaw torsional angle curve.In the process of yaw torsional control, yaw torsional torque is collected.Finally, the torsional rigidity of aviation tire can be calculated by torsional torque and yaw torsional angle.The present application can test different deflection angles under different speeds and loads, so as to obtain corresponding torsional rigidity.In addition, the present application uses dynamic real-time rigidity model calculation method to apply load, which can ensure more accurate load control and ensure the safety of aviation tire.

Description

Technical Field

[0001] This invention relates to the field of experimental technology, specifically to a method and system for testing the torsional stiffness of aircraft tires. Background Technology

[0002] When an aircraft is in motion on the ground, its tires are affected by various factors such as rotational speed and aircraft loads, leading to uncertainties in the tire's yaw torsional stiffness. Therefore, it is necessary to test the yaw torsional stiffness of aircraft tires under different conditions. Determining the torque required for the aircraft tire to rotate at different angles under varying circumstances is crucial for yaw control of aircraft tires. However, current technology lacks a solution for testing the yaw torsional stiffness of aircraft tires under different conditions. Summary of the Invention

[0003] In view of this, the purpose of the present invention is to provide a test method and system for torsional stiffness of aircraft tires to solve the problems in the background art.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] The present invention provides a method for testing the torsional stiffness of aircraft tires, comprising the following steps:

[0006] The aircraft tire is accelerated to a target speed, wherein the aircraft tire is mounted on a wheel frame and is driven by a drum, which is driven by a motor;

[0007] When the aircraft tire accelerates to the target speed, the real-time stiffness value of the aircraft tire is calculated based on the dynamic real-time stiffness model calculation method, and a target load is applied to the aircraft tire based on the real-time stiffness value of the aircraft tire, wherein the target load is a load applied to the wheel frame by a preset first oil cylinder in the direction of the drum.

[0008] The second hydraulic cylinder is controlled to perform yaw and torsion control on the aircraft tire at the target speed and under the target load according to the pre-constructed yaw and torsion angle curve, and the yaw and torsion torque during the yaw and torsion control process is measured. The yaw and torsion angle curve includes multiple time points and the yaw and torsion angles corresponding to the multiple time points.

[0009] The torsional stiffness of the aircraft tire is calculated based on the yaw torque and the yaw angle.

[0010] In one embodiment of this application, the torsional stiffness K θ The mathematical expression is:

[0011] K θ =T z / α

[0012] In the formula, T z Let α be the yaw torsional moment and α be the yaw torsional angle.

[0013] In one embodiment of this application, the real-time stiffness value of the aircraft tire is calculated based on a dynamic real-time stiffness model, and a target load is applied to the aircraft tire based on the real-time stiffness value of the aircraft tire, including:

[0014] S1, Obtain the load curve, wherein the load curve includes the target load values ​​at multiple time points;

[0015] S2, take the measured stiffness value of the load applied to the aircraft tire at the previous time point as the initial stiffness value of the aircraft tire at the current time point, and filter and smooth the initial stiffness value to obtain the stiffness value at the current time point. The measured stiffness value at the first time point is obtained through actual measurement.

[0016] S3, calculate the displacement at the current time point based on the stiffness value and the target load value at the current time point;

[0017] S4, based on the displacement, control the first hydraulic cylinder to apply the target load value of the current time point to the aircraft tire at the current time point, and measure the actual load value at the current time point, and calculate the actual stiffness value at the current time point based on the actual load value and displacement.

[0018] S5, take the current time point as the previous time point, take the next time point as the current time point, and return to step S2 until the measured load value of the aircraft tire reaches the target load value.

[0019] In one embodiment of this application, the initial stiffness value S i The mathematical expression is:

[0020]

[0021] In the formula, F' i-1 D' is the measured load value at the previous time point. i-1 D represents the displacement of the hydraulic cylinder at the previous time point. zero This is the displacement of the first hydraulic cylinder at its zero-point position when the load is just applied to the aircraft tire.

[0022] In one embodiment of this application, the mathematical expression for the displacement at the current time point is:

[0023]

[0024] In the formula, F i C represents the target load value at the current test time point. TC is the first adjustment parameter. f This is the second adjustment parameter. D represents the stiffness value of the aircraft tire at the current time point. zero This is the displacement of the first hydraulic cylinder at its zero-point position when the load is just applied to the aircraft tire.

[0025] In one embodiment of this application, the initial stiffness value is filtered and smoothed, including:

[0026] The initial stiffness value at the current test time point is filtered based on a pre-built dynamic filtering range;

[0027] When the initial stiffness value at the current test time point falls within the dynamic screening range, the initial stiffness value at the current test time point is smoothed based on the stiffness values ​​at multiple time points prior to the current test time point to obtain the stiffness value at the current test time point.

[0028] In one embodiment of this application, the method for constructing the dynamic filtering range includes:

[0029] Construct an initial filtering range, wherein the lower limit of the initial filtering range is... The upper limit of the initial filtering range is

[0030] In the segment where the target load is greater than or equal to the preset load threshold, the process is executed cyclically within the target time period. ΔS, until Among them, S Init is the initial stiffness value of the aircraft tire, and n is the number of cycles;

[0031] In the segment where the target load is less than the preset load threshold, the process is executed cyclically within the target time period. until

[0032] Based on the upper limit value and the lower limit of the change Build a dynamic filtering range.

[0033] In one embodiment of this application, smoothing the initial stiffness value at the current test time point based on stiffness values ​​at multiple time points prior to the current test time point includes:

[0034] The stiffness value at the current test time point and the measured stiffness values ​​at multiple time points before the current test time point are placed in a set. When the number of elements in the set is less than n', multiple elements representing the target stiffness value are added to the front of the set so that the number of elements in the set is greater than or equal to n', where n' is the length of the mean filtering.

[0035] Multiple mean filters of various lengths are applied to the elements in the set to obtain the filtering results.

[0036] In one embodiment of this application, the filtering result The mathematical expression is:

[0037]

[0038] In the formula, S i-n' S represents the stiffness value at the n'th time point before the current time point. i-(n'-1) S is the stiffness value at the (n'-1)th time point before the current time point. i-(n'-2) This represents the stiffness value at the n'-2th time point before the current time point.

[0039] This application also provides an aircraft tire torsional stiffness testing system, comprising:

[0040] An acceleration module is used to accelerate an aircraft tire to a target rotational speed, wherein the aircraft tire is mounted on a wheel frame and is driven by a rotating drum, which is driven by a motor;

[0041] The load application module is used to calculate the real-time stiffness value of the aircraft tire based on the dynamic real-time stiffness model method when the aircraft tire accelerates to the target speed, and to apply a target load to the aircraft tire based on the real-time stiffness value of the aircraft tire, wherein the target load is a load applied to the wheel frame by a preset first oil cylinder in the direction of the drum.

[0042] The yaw twist module is used to control a preset second hydraulic cylinder to perform yaw twist control on an aircraft tire at the target speed and under the target load according to a pre-constructed yaw twist angle curve, and to measure the yaw twist torque during the yaw twist control process. The yaw twist angle curve includes multiple time points and the yaw twist angles corresponding to the multiple time points.

[0043] The calculation module is used to calculate the torsional stiffness of the aircraft tire based on the yaw torque and the yaw angle.

[0044] The beneficial effects of this invention are as follows: This invention provides a method and system for testing the torsional stiffness of aircraft tires under various conditions. The aircraft tire is first accelerated to a target speed, and then a vertical load is applied to the tire via a first hydraulic cylinder. Finally, a second hydraulic cylinder is controlled to perform yaw and torsion control on the aircraft tire according to a yaw and torsion angle curve. The yaw and torsion torque is collected during the yaw and torsion control process. Finally, the torsional stiffness of the aircraft tire can be calculated using the torsional torque and yaw and torsion angle. This invention can perform tests at different yaw angles under different speeds and loads to obtain the corresponding torsional stiffness. Furthermore, this invention uses a dynamic real-time stiffness model calculation method to apply the load, ensuring more precise load control while ensuring the safety of the aircraft tire. Attached Figure Description

[0045] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0046] Figure 1 This is a scenario diagram illustrating the application of an aircraft tire torsional stiffness test method in one embodiment of this application;

[0047] Figure 2 This is a flowchart illustrating a test method for torsional stiffness of aircraft tires in one embodiment of this application;

[0048] Figure 3 This is a schematic diagram of the yaw twist angle curve in another embodiment of this application;

[0049] Figure 4 This is a schematic diagram of the yaw twist angle curve in one embodiment of this application;

[0050] Figure 5 This is a structural diagram of an aircraft tire torsional stiffness testing system shown in one embodiment of this application. Detailed Implementation

[0051] 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.

[0052] 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.

[0053] 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.

[0054] Figure 1 This is an application scenario diagram illustrating a torsional stiffness test method for aircraft tires, as shown in one embodiment of this application. Figure 1 As shown in this application, the motor 110 drives the drum 120, and the drum 120 drives the aircraft tire 130 to rotate when it rotates.

[0055] The aircraft tire 130 is mounted on the wheel frame. When a load is applied, the first hydraulic cylinder 140 applies a vertical force to the wheel frame, thereby creating pressure between the aircraft tire 130 and the drum 120 to simulate the state of the aircraft walking on the ground.

[0056] During deflection control, the second hydraulic cylinder 150 and the transmission device are used to convert linear motion into rotation, thereby driving the wheel frame and aircraft tire 130 to rotate.

[0057] During the rotation of the aircraft tire 130, a displacement sensor is used to collect the displacement (rotation) of the aircraft tire 130, and a torque sensor is used to collect the rotational torque of the wheel frame. The rotation and rotational torque are then fed back to the host computer, from which the torsional stiffness can be calculated.

[0058] Figure 2 This is a flowchart illustrating a test method for torsional stiffness of aircraft tires in one embodiment of this application, as shown below. Figure 2 As shown: A method for testing the torsional stiffness of an aircraft tire according to this embodiment may include steps S210 to S240:

[0059] S210 accelerates the aircraft tires to the target speed;

[0060] S220, when the aircraft tire accelerates to the target speed, the real-time stiffness value of the aircraft tire is calculated based on the dynamic real-time stiffness model calculation method, and the target load is applied to the aircraft tire based on the real-time stiffness value of the aircraft tire.

[0061] The speed and load control in this application are both based on pre-built control curves;

[0062] The speed curve has an acceleration phase. After reaching the predetermined speed, the curve enters a stable phase. In order to keep the aircraft tire at the predetermined speed, PID closed-loop control can be used.

[0063] When the velocity curve reaches the predetermined speed, load control begins. This application employs a dynamic real-time stiffness model calculation method for load control, thereby applying the target load accurately and safely. The specific control process is described later.

[0064] S230, control the preset second oil cylinder to perform yaw and torsion control on the aircraft tire at the target speed and under the target load according to the pre-constructed yaw and torsion angle curve, and measure the yaw and torsion torque during the yaw and torsion control process. The yaw and torsion angle curve includes multiple time points and the yaw and torsion angles corresponding to the multiple time points.

[0065] In this application, the host computer outputs the target yaw curve through the custom parameter setting module. The host computer sends the load control curve to the controller for storage. Through timestamp consistency, the drum is rotated first to increase the speed to a certain level, and then the load is applied. When the load and speed reach a stable value, yaw control is performed according to the pre-set curve points.

[0066] S240, calculate the torsional stiffness of the aircraft tire based on the yaw torque and the yaw angle.

[0067] Figure 3 This is a schematic diagram of the yaw twist angle curve in one embodiment of this application, as shown below. Figure 3 As shown, this embodiment employs a continuous torsional yaw maneuver. Specifically, in the first test, the aircraft tire is rotated to +α and then to -α, the entire process resembling a sine curve; in the second test, the aircraft tire is rotated to -α and then to +α, the entire process resembling a cosine curve.

[0068] Figure 4 This is a schematic diagram of the yaw twist angle curve in another embodiment of this application, as shown below. Figure 4 As shown, this embodiment employs a method of manipulating continuous torsional yaw. Specifically, in the first test, the aircraft tire is rotated to +α, maintained for a period, and then the change is reduced to 0; in the second test, the aircraft tire is rotated to -α, maintained for a period, and then the change is reduced to 0.

[0069] In the above process, one or more time points are selected to calculate the torsional stiffness, wherein the torsional stiffness K θ The mathematical expression is:

[0070] K θ =T z / α

[0071] In the formula, Tz Let α be the yaw torsional moment and α be the yaw torsional angle.

[0072] The torsional stiffness at each time point can be calculated using the above formula and recorded in the table below to obtain the experimental data.

[0073] Table 1. Experimental Data Table

[0074]

[0075] The purpose of the continuous yaw stiffness test of the rolling tire in this application is to measure the tire's heading force, lateral force, torsional moment (controlling moment), yaw torsional stiffness, and coefficient of friction when turning at a fixed yaw angle under different inflation pressures, different vertical loads, and different speeds.

[0076] The mathematical expression for the heading friction coefficient is:

[0077] μ α =F x / F z

[0078] In the formula, μ α F is the azimuth friction coefficient. x For the ground yaw load (stabilization phase) of the aircraft tire, F z The vertical ground load (stable section) of the aircraft tire is α, which represents the yaw angle of the rolling tire, in rad.

[0079] In this application, a force-measuring platform with six force components is used to measure the load on the tire in six directions. Therefore, the directional friction coefficient can be easily calculated.

[0080] Dynamic Real-Time Stiffness Model Calculation Method

[0081] In this application, the load curve exhibits several significant inflection points. When applying load, if force control is used, the control opening of the servo valve is large when the load changes significantly. If tire stability is poor and a tire blowout occurs at this time, the valve opening may not be able to reverse in time due to the limited opening, leading to equipment damage. Therefore, this application employs displacement control in the general direction to avoid equipment damage.

[0082] However, during the test, the internal temperature and air pressure of the tire constantly change, leading to continuous changes in the tire's stiffness. Therefore, the relationship between the cylinder displacement and the tire load is constantly changing. Consequently, this application cannot use a fixed stiffness value for testing. Therefore, a dynamic real-time stiffness model calculation method is employed for the test.

[0083] In one embodiment of this application, the real-time stiffness value of the aircraft tire is calculated based on a dynamic real-time stiffness model, and a target load is applied to the aircraft tire based on the real-time stiffness value of the aircraft tire, including:

[0084] S1, Obtain the load curve, wherein the load curve includes the target load values ​​at multiple time points;

[0085] S2, take the measured stiffness value of the load applied to the aircraft tire at the previous time point as the initial stiffness value of the aircraft tire at the current time point, and filter and smooth the initial stiffness value to obtain the stiffness value at the current time point. The measured stiffness value at the first time point is obtained through actual measurement.

[0086] The dynamic real-time stiffness model calculation method adopted in this application uses the measured stiffness value of the aircraft tire at the previous time point as the initial stiffness value of the aircraft tire at the current time point. The overall control strategy is to measure and calculate point by point (the refresh cycle can be set), and obtain the control command for the next loading point in real time. The specimen stiffness at the current loading point is calculated in real time, and the target force value at the next moment and the measured acceleration value are used to calculate the target command for the displacement closed loop of the MOOG controller at the next moment. This target command is transmitted to the MOOG controller in real time through the DA output channel of the FPGA.

[0087] In this application, the previous time point can be any time point other than the last time point. If the previous time point is the first time point, the static stiffness conversion method is used to obtain the measured stiffness value. The static stiffness conversion method is to pre-pressurize the test tire statically (0 deflection angle) to make the load reach the target load, and obtain the relationship between load and displacement. Thus, the measured stiffness value of the first time point is obtained.

[0088] Except for the first time point, in subsequent tests, the measured value from the previous time point is used as the initial stiffness value for the current time point. This initial stiffness value is then filtered, smoothed, and calculated to obtain the displacement control value. After displacement control, the measured load and displacement at the current time point are obtained, leading to the measured stiffness value for that time point, which then provides the initial stiffness value for the next time point. This process is repeated to complete the test cyclically. Furthermore, since the tire temperature variation between adjacent time points is small, the stiffness value is relatively accurate, minimizing significant experimental errors.

[0089] In one embodiment of this application, the initial stiffness value S i The mathematical expression is:

[0090]

[0091] In the formula, F' i-1 D' is the measured load value at the previous time point. i-1 D represents the displacement of the hydraulic cylinder at the previous time point. zero This is the displacement of the first hydraulic cylinder at its zero-point position when the load is just applied to the aircraft tire.

[0092] The mathematical expression for the displacement at the current time point is:

[0093]

[0094] In the formula, F i C represents the target load value at the current time point. T C is the first adjustment parameter. f This is the second adjustment parameter. D represents the stiffness value of the aircraft tire at the current time point. zero This is the displacement of the first hydraulic cylinder at its zero-point position when the load is just applied to the aircraft tire.

[0095] After obtaining the initial stiffness value, there is a possibility that the test data at the previous time point was affected by noise, resulting in a significantly erroneous stiffness calculation. This could lead to an excessively large displacement control value, causing the control to exceed the normal control range and potentially damaging the specimen and equipment. Therefore, this application sets a screening range to filter the initial stiffness value.

[0096] In addition, to further ensure the smoothness of stiffness changes, this application also performs smoothing processing.

[0097] In one embodiment of this application, the initial stiffness value is filtered and smoothed, including:

[0098] (1) Filter the initial stiffness value at the current time point based on the pre-built dynamic filtering range;

[0099] (2) When the initial stiffness value at the current time point falls into the dynamic filtering range, the initial stiffness value at the current time point is smoothed based on the stiffness values ​​at multiple time points before the current time point to obtain the stiffness value at the current time point.

[0100] To prevent large load fluctuations during load control due to insufficient initial load on the tire, which could affect control effectiveness, the range of actual stiffness values ​​is considered in the early stages of load control. As the load increases, the allowable stiffness range is expanded. This application constructs a dynamic screening range to filter the initial stiffness value. At the beginning of the test, the screening range is small to avoid large stiffness errors. As the test progresses and the load on the tire increases, the baseline stiffness value is larger, thus minimizing stiffness errors. At this point, the screening range is gradually widened to improve test efficiency.

[0101] The method for constructing the dynamic filtering range includes:

[0102] Construct an initial filtering range, wherein the lower limit of the initial filtering range is... The upper limit of the initial filtering range is

[0103] In the segment where the target load is greater than or equal to the preset load threshold, the process is executed cyclically within the target time period. ΔS, until Among them, S Init is the initial stiffness value of the aircraft tire, and n is the number of cycles;

[0104] In the segment where the target load is less than the preset load threshold, the process is executed cyclically within the target time period. until

[0105] Based on the upper limit value and the lower limit of the change Build a dynamic filtering range.

[0106] This application primarily aims to prevent the occurrence of very low stiffness values ​​in the early stages, which could lead to a large displacement of the cylinder output shaft and directly damage the tire. Therefore, the lower limit of the dynamic screening range is initially increased. For example, the initial screening range is (1, 10), and then it can be gradually adjusted to (0.3, 10) as the test progresses.

[0107] The stiffness range value should change continuously without abrupt changes. Therefore, the stiffness range value change is divided into n levels and gradually changed to the target value in a timed loop.

[0108] After obtaining the dynamic filtering range, the initial stiffness value at the current time point is filtered based on the pre-built dynamic filtering range;

[0109] When the initial stiffness value at the current time point falls within the dynamic filtering range, the initial stiffness value at the current time point is smoothed based on the stiffness values ​​at multiple time points prior to the current time point to obtain the stiffness value at the current time point.

[0110] Among them, if If the initial stiffness value at the current time point falls within the dynamic filtering range, then the initial stiffness value is valid.

[0111] Because the stiffness values ​​calculated from load and displacement contain noise interference, they will fluctuate. If this value is used for control, according to the stiffness formula for load and displacement, D = F / S, the resulting displacement control will fluctuate, amplifying the fluctuating load and further amplifying the fluctuating stiffness value, causing jitter and divergence, ultimately leading to uncontrollable fluctuations. Therefore, it is necessary to filter the stiffness values ​​to obtain a smooth stiffness curve. Thus, in this application, after filtering, it is also necessary to smooth the initial stiffness value at the current time point based on the stiffness values ​​from multiple time points prior to the current time point. Specifically, this includes:

[0112] (1) Place the stiffness value at the current time point and the measured stiffness values ​​at multiple time points prior to the current time point into a set. The mathematical expression for the set is: S = {S' i-(n-1) ,S' i-(n-2) …S' i}

[0113] The smoothing method implemented in this application is mean filtering. Mean filtering requires a sufficient number of measured stiffness values. Therefore, if the number of elements in the set is less than n', it is insufficient to complete the corresponding mean filtering. This application fills the beginning of the set with multiple elements that are the target stiffness values, such as multiple elements with a measured stiffness value of 1, so that the number of elements in the set is greater than or equal to n', where n' is the length of the mean filtering.

[0114] (2) Perform mean filtering on multiple elements in the set to obtain the filtering result. The mathematical expression for mean filtering is:

[0115]

[0116] In the formula, This is the result of mean filtering;

[0117] In this application, mean filtering can be performed for three different lengths: n' = 2, n' = 10, and n' = 25; therefore, the result of mean filtering is...

[0118] S3, calculate the displacement at the current time point based on the stiffness value and the target load value at the current time point;

[0119] S4, based on the displacement, control the first hydraulic cylinder to apply the target load value of the current time point to the aircraft tire at the current time point, and measure the actual load value at the current time point, and calculate the actual stiffness value at the current time point based on the actual load value and displacement.

[0120] S5, take the current time point as the previous time point, take the next time point as the current time point, and return to step S2 until the measured load value of the aircraft tire reaches the target load value.

[0121] This invention discloses a method for testing the torsional stiffness of aircraft tires, used to test the yaw torsional stiffness of aircraft tires under various conditions. First, the aircraft tire is accelerated to a target speed, then a vertical load is applied to the tire via a first hydraulic cylinder. Finally, a second hydraulic cylinder is controlled to perform yaw torsion control on the aircraft tire according to a yaw torsion angle curve. The yaw torsion torque is collected during the yaw torsion control process. The torsional stiffness of the aircraft tire can then be calculated using the yaw torsion torque and yaw torsion angle. This invention allows for testing at different speeds and loads with different yaw angles to obtain the corresponding torsional stiffness. Furthermore, this invention employs a dynamic real-time stiffness model calculation method to apply the load, ensuring more precise load control while maintaining the safety of the aircraft tire.

[0122] like Figure 5 As shown, this application also provides an aircraft tire torsional stiffness testing system, comprising:

[0123] An acceleration module is used to accelerate an aircraft tire to a target rotational speed, wherein the aircraft tire is mounted on a wheel frame and is driven by a rotating drum, which is driven by a motor;

[0124] The load application module is used to calculate the real-time stiffness value of the aircraft tire based on the dynamic real-time stiffness model method when the aircraft tire accelerates to the target speed, and to apply a target load to the aircraft tire based on the real-time stiffness value of the aircraft tire, wherein the target load is a load applied to the wheel frame by a preset first oil cylinder in the direction of the drum.

[0125] The yaw twist module is used to control a preset second hydraulic cylinder to perform yaw twist control on an aircraft tire at the target speed and under the target load according to a pre-constructed yaw twist angle curve, and to measure the yaw twist torque during the yaw twist control process. The yaw twist angle curve includes multiple time points and the yaw twist angles corresponding to the multiple time points.

[0126] The calculation module is used to calculate the torsional stiffness of the aircraft tire based on the yaw torque and the yaw angle.

[0127] This invention discloses a method and system for testing the torsional stiffness of aircraft tires. This application is used to test the yaw torsional stiffness of aircraft tires under various conditions. First, the aircraft tire is accelerated to a target speed. Then, a vertical load is applied to the aircraft tire via a first hydraulic cylinder. Finally, a second hydraulic cylinder is controlled to perform yaw torsion control on the aircraft tire according to a yaw torsion angle curve. The yaw torsion torque is collected during the yaw torsion control process. Finally, the torsional stiffness of the aircraft tire can be calculated using the yaw torsion torque and yaw torsion angle. This application can perform tests at different yaw angles under different speeds and loads, thereby obtaining the corresponding torsional stiffness. Furthermore, this application uses a dynamic real-time stiffness model calculation method to apply the load, which ensures more precise load control while ensuring the safety of the aircraft tire.

[0128] 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.

[0129] This embodiment also provides an electronic terminal, including: a processor and a memory;

[0130] 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.

[0131] 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.

[0132] 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.

[0133] 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.

[0134] 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.

[0135] 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.

[0136] 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 test method for the torsional stiffness of aircraft tires, characterized in that, Including the following steps: The aircraft tire is accelerated to a target speed, wherein the aircraft tire is mounted on a wheel frame and is driven by a rotating drum, which is driven by a motor; When the aircraft tire accelerates to the target speed, the real-time stiffness value of the aircraft tire is calculated based on a dynamic real-time stiffness model calculation method, and a target load is applied to the aircraft tire based on the real-time stiffness value. The target load is a load applied to the wheel frame by a preset first hydraulic cylinder in the direction of the rotating drum. Calculating the real-time stiffness value of the aircraft tire based on the dynamic real-time stiffness model calculation method and applying the target load to the aircraft tire based on the real-time stiffness value includes: S1, obtaining a load curve, wherein the load curve includes target load values ​​at multiple time points; S2, using the measured stiffness value of the aircraft tire subjected to load at the previous time point as the initial stiffness value of the aircraft tire at the current test time point, and applying the initial stiffness value... The initial stiffness value is obtained by filtering and smoothing the initial stiffness value. This filtering and smoothing process includes: filtering the initial stiffness value at the current test time point based on a pre-built dynamic filtering range; when the initial stiffness value at the current test time point falls within the dynamic filtering range, smoothing the initial stiffness value at the current test time point based on the stiffness values ​​at multiple time points prior to the current test time point to obtain the stiffness value at the current test time point, wherein the measured stiffness value at the first time point is obtained through actual measurement; S3, the displacement at the current test time point is calculated based on the stiffness value at the current test time point and the target load value at the current test time point. The mathematical expression for the displacement at the current test time point is: In the formula, The target load value at the current test time point. This is the first adjustment parameter. This is the second adjustment parameter. This represents the stiffness value of the aircraft tire at the current test time. S4. Based on the displacement, control the first hydraulic cylinder to apply the target load value of the current test time point to the aircraft tire at the current test time point, and measure the actual load value at the current test time point, and calculate the actual stiffness value at the current test time point based on the actual load value and displacement; S5. Take the current test time point as the previous time point, take the next time point as the current test time point, and return to step S2 until the actual load value of the aircraft tire reaches the target load value; The second hydraulic cylinder is controlled to perform yaw and torsion control on the aircraft tire at the target speed and under the target load according to the pre-constructed yaw and torsion angle curve, and the yaw and torsion torque during the yaw and torsion control process is measured. The yaw and torsion angle curve includes multiple time points and the yaw and torsion angles corresponding to the multiple time points. The torsional stiffness of the aircraft tire is calculated based on the yaw torque and the yaw angle.

2. The method for testing the torsional stiffness of an aircraft tire according to claim 1, characterized in that, The torsional stiffness The mathematical expression is: In the formula, For yaw torsional moment, The yaw angle.

3. The method for testing the torsional stiffness of an aircraft tire according to claim 1, characterized in that, The initial stiffness value The mathematical expression is: In the formula, This is the measured load value at the previous time point. This represents the displacement of the hydraulic cylinder at the previous time point. This is the displacement of the first hydraulic cylinder at its zero-point position when the load is just applied to the aircraft tire.

4. The method for testing the torsional stiffness of an aircraft tire according to claim 1, characterized in that, The method for constructing the dynamic filtering range includes: Construct an initial filtering range, wherein the lower limit of the initial filtering range is... The upper limit of the initial filtering range is ; In the segment where the target load is greater than or equal to the preset load threshold, the process is executed cyclically within the target time period. ,until = , ,in, This represents the initial stiffness value of the aircraft tire. This represents the number of loop iterations. In the segment where the target load is less than the preset load threshold, the process is executed cyclically within the target time period. ,until = ; Based on the upper limit value and the lower limit of the change Build a dynamic filtering range.

5. The method for testing the torsional stiffness of an aircraft tire according to claim 1, characterized in that, The initial stiffness value at the current test time point is smoothed based on the stiffness values ​​at multiple time points prior to the current test time point, including: The stiffness value at the current test time point and the measured stiffness values ​​at multiple previous test time points are placed in a set, and the number of elements in the set is less than [a certain value]. At this time, the beginning of the set is filled with multiple elements representing the target stiffness value, so that the number of elements in the set is greater than or equal to the target stiffness value. ,in, The length for performing mean filtering; Multiple mean filters of various lengths are applied to the elements in the set to obtain the filtering results.

6. The method for testing the torsional stiffness of an aircraft tire according to claim 5, characterized in that, The filtering result The mathematical expression is: In the formula, The first time before the current test time point Stiffness values ​​at each time point The first time before the current test time point Stiffness values ​​at each time point The first time before the current test time point Stiffness values ​​at each time point.

7. A torsional stiffness testing system for aircraft tires, applied to the torsional stiffness testing method for aircraft tires as described in claim 1, characterized in that, include: An acceleration module is used to accelerate an aircraft tire to a target rotational speed, wherein the aircraft tire is mounted on a wheel frame and is driven by a rotating drum, which is driven by a motor; The load application module is used to calculate the real-time stiffness value of the aircraft tire based on the dynamic real-time stiffness model method when the aircraft tire accelerates to the target speed, and to apply a target load to the aircraft tire based on the real-time stiffness value of the aircraft tire, wherein the target load is a load applied to the wheel frame by a preset first oil cylinder in the direction of the drum. The yaw twist module is used to control a preset second hydraulic cylinder to perform yaw twist control on an aircraft tire at the target speed and under the target load according to a pre-constructed yaw twist angle curve, and to measure the yaw twist torque during the yaw twist control process. The yaw twist angle curve includes multiple time points and the yaw twist angles corresponding to the multiple time points. The calculation module is used to calculate the torsional stiffness of the aircraft tire based on the yaw torque and the yaw angle.

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