High-precision load control method and system for aircraft tire test

Abstract

The invention relates to the field of aircraft tire tests, in particular to a high-precision load control method and system for an aircraft tire in a simulated take-off test, and aims to solve the problem of poor control precision of a large-inertia and high-frequency-response dynamic load. According to the invention, a loading force and deformation displacement double-quantity feed-forward closed-loop control mode is adopted to realize load control. The core of the method is that the dynamic stiffness of the aircraft tire is calculated by utilizing a force and a displacement value which are measured in real time in a test, a stiffness coefficient is used for adjusting a feedforward parameter in real time, and a first candidate displacement amount is calculated through a target load and the stiffness coefficient; in addition, the second candidate displacement amount is calculated by using the number set in the section with the high target load change rate. And finally, selecting the first candidate displacement or the second candidate displacement according to the actual situation to execute the action. In the face of a complex load curve, the high-precision control task of the load curve can be effectively completed.

Description

Technical Field

[0001] The invention relates to the field of aviation tire testing, and in particular to a high-precision load control method and system for aviation tire testing. Background Art

[0002] In the test of simulating aircraft landing, it is necessary to apply load to the aircraft tire according to the test standard, that is, to control the cylinder to apply corresponding load to the aircraft tire according to the load curve.

[0003] However, in the actual test process, since the test piece is an aircraft tire, which is a flexible object, the dynamic stability and responsiveness of the force control are high, and the traditional PID cannot be used for adjustment. It is necessary to control the model to achieve the test effect. When the load changes greatly, the force control method has a larger control opening for the servo valve port. If the tire stability is poor at this time and a tire blowout occurs, the valve port will not be able to change direction in time due to the opening problem, which will cause damage to the equipment. Summary of the invention

[0004] In view of this, an object of the present invention is to provide a high-precision load control method and system for aircraft tire testing, so as to solve the problem that equipment damage is easily caused during aircraft tire load testing.

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

[0006] A high-precision load control method for aircraft tire testing of the present invention comprises the following steps:

[0007] Obtaining a load curve, wherein the load curve includes target loads at multiple test time points;

[0008] The measured stiffness value of the load test performed on the aircraft tire at the previous test time point is used as the initial stiffness value of the aircraft tire at the current test time point, and the initial stiffness value is screened and smoothed to obtain the stiffness value at the current time point, wherein the load test of the aircraft tire is performed based on a preset oil cylinder;

[0009] Constructing a reference number set based on the test execution data of multiple test time points before the current test time point, wherein the reference number set includes the executed target loads at multiple test time points before the current test time point and the displacements corresponding to the executed target loads;

[0010] When the target load at the current test time point is less than a preset load threshold, a first candidate displacement at the current test time point is calculated based on the stiffness value at the current test time point and the target load at the current test time point; when the target load at the current test time point is greater than or equal to the preset load threshold, a second candidate displacement at the current test time point is determined based on the reference number set;

[0011] The cylinder device is controlled to apply a load to the aircraft tire at a current time point based on the first candidate displacement amount or the second candidate displacement amount.

[0012] In one embodiment of the present application, the initial stiffness value at the current test time point is determined based on the target load and displacement of the cylinder device at the current test time point, the displacement at the current test time point is determined based on the target load at the current test time point and the stiffness value at the previous test time point, and the stiffness value at the first test time point is determined by a static stiffness value test;

[0013] The mathematical expression of the initial stiffness value is:

[0014]

[0015] In the formula, S i is the initial stiffness value of the aircraft tire at the current test time point, F' i-1 is the measured load at the last test time point, D' i-1 is the measured displacement of the cylinder equipment at the last test time point, D zero It is the displacement of the zero position of the cylinder equipment when it just contacts the aircraft tire.

[0016] In one embodiment of the present application, the mathematical expression of the first candidate displacement at the current test time point is:

[0017]

[0018] In the formula, F i is the target load at the current test time point, C T is the first adjustment parameter, C f is the second adjustment parameter, is the stiffness value of the aircraft tire at the current test time point, D zero It is the displacement of the zero position of the cylinder equipment when it just contacts the aircraft tire.

[0019] In one embodiment of the present application, the initial stiffness value is screened and smoothed, including:

[0020] Screening the initial stiffness value at the current test time point based on a pre-constructed dynamic screening range;

[0021] 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 stiffness values ​​at multiple time points before the current test time point to obtain the stiffness value at the current test time point.

[0022] In one embodiment of the present application, the method for constructing the dynamic screening range includes:

[0023] Construct an initial screening range, wherein the lower limit of the initial screening range is The upper limit of the initial screening range is

[0024] In the section where the target load is greater than or equal to the preset load threshold, the operation is executed repeatedly within the target time period. until Among them, S Init is the initial stiffness value of the aircraft tire, and n is the number of cycles;

[0025] In the section where the target load is less than the preset load threshold, the operation is executed repeatedly within the target time period. until

[0026] Based on the upper limit value and the lower limit of the change Build dynamic filter ranges.

[0027] In one embodiment of the present application, the initial stiffness value at the current test time point is smoothed based on the stiffness values ​​at multiple time points before the current test time point, including:

[0028] The stiffness value at the current test time point and the stiffness measured 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 target stiffness value elements are filled at 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 performing mean filtering;

[0029] Performing mean filtering and sliding filtering of various lengths on multiple elements in the set to obtain multiple filtering results, wherein the mathematical expression of the mean filtering is:

[0030]

[0031] In the formula, is the mean filtering result;

[0032] The mathematical expression of the sliding filter is:

[0033]

[0034] In the formula, is the sliding filter result, and x is the proportional value;

[0035] Determine the progress of the preset filter smoothing process at the current test time point, and based on the progress of the preset filter smoothing process at the current test time point and the cylinder equipment type, combine the mean filter result and the slip filter result to obtain the stiffness value at the current test time point.

[0036] In one embodiment of the present application, the filtering smoothing process is used to smoothly transform one filtering mode to another filtering mode during the test process, and the filtering smoothing process includes:

[0037] In the section where the target load is greater than or equal to the preset load threshold, the operation is executed repeatedly within the target time period. until in, S is the progress of the preset filtering and smoothing process at the current test time point. Init％ is the initial value of progress, S min％ is the progress end value, ΔS% is the progress change, n is the number of cycles;

[0038] In the section where the target load is less than the preset load threshold, the operation is executed repeatedly within the target time period. until

[0039] In one embodiment of the present application, the stiffness value at the current test time point is The mathematical expression is:

[0040]

[0041] In the formula, is the first candidate stiffness value, is the mean filtering result with a length of n'1, is the mean filtering result with a length of n'2, is the second candidate stiffness value, is the mean filtering result of length n'3

[0042] In one embodiment of the present application, a reference data set is constructed based on test execution data of multiple test time points before the current test time point, including:

[0043] Obtain the executed target load and the displacement of the executed target load at multiple test time points before the current test time point;

[0044] An initial load number set is constructed, and all executed target loads are sequentially compared with the initial load number set. When the executed target load is greater than any element in the initial load number set, the executed target load is placed in the load number set to obtain a load number set;

[0045] Constructing a displacement amount set based on the displacement amount of each executed target load in the load amount set;

[0046] A reference number set is constructed based on the load number set and the displacement number set.

[0047] In one embodiment of the present application, determining the second candidate displacement at the current test time point based on the reference number set includes:

[0048] When there is an executed load that is consistent with the target load at the current test time point in the reference number set, the displacement corresponding to the executed load that is consistent with the target load at the current test time point is used as the second candidate displacement at the current test time point.

[0049] When there is no executed load consistent with the target load at the current test time point in the reference number set, two executed loads that meet the target condition are taken from the reference number set, and an interpolation operation is performed based on the displacement of the two executed loads that meet the target condition to obtain a second candidate displacement at the current test time point. The target conditions include: the executed load F' (n) , executed load F' (n+1) The target load F at the current time point i Closest, and F' (n) <F i <F' (n+1) .

[0050] In one embodiment of the present application, the mathematical expression of the interpolation operation is:

[0051]

[0052] In the formula, is the second candidate displacement at the current test time point, D' (n+1) is the executed load F' (n+1) The corresponding displacement, D' (n) is the executed load F' (n) The corresponding displacement.

[0053] In one embodiment of the present application, controlling the oil cylinder device to apply a load to the aircraft tire at a current time point based on the first candidate displacement amount or the second candidate displacement amount includes:

[0054] When the target load at the current test time point is less than the preset load threshold, based on the first candidate displacement D i Structural displacement control Based on the displacement control Control the oil cylinder device to apply load to the aircraft tire, wherein C -1 is the third adjustment parameter;

[0055] When the target load at the current test time point is greater than or equal to the preset load threshold, and the target load at the current test time point is greater than or equal to the maximum executed load in the reference number set, based on the first candidate displacement D i Structural displacement control Based on the displacement control Controlling the oil cylinder device to apply load to the aircraft tire, wherein C1 is a fourth adjustment parameter;

[0056] The target load at the current test time point is greater than or equal to the preset load threshold, the target load at the current test time point is less than the maximum executed load in the reference number set, and the first candidate displacement D i The second candidate displacement The difference When the second candidate displacement Structural displacement control Based on the displacement control Controlling the oil cylinder device to apply load to the aircraft tire, wherein C3 is the fifth adjustment parameter;

[0057] The target load at the current test time point is greater than or equal to the preset load threshold, and the target load at the current test time point is less than the maximum executed load in the reference number set. The first candidate displacement D i The second candidate displacement The difference and When the first candidate displacement D i As displacement control Based on the displacement control Controlling the oil cylinder device to apply load to the aircraft tire;

[0058] The target load at the current test time point is greater than or equal to the preset load threshold, and the target load at the current test time point is less than the maximum executed load in the reference number set. The first candidate displacement D i The second candidate displacement The difference and When the second candidate displacement Structural displacement control Based on the displacement control The oil cylinder device is controlled to apply load to the aircraft tire, wherein C2 is the sixth adjustment parameter.

[0059] The present application also provides a high-precision load control system for aviation tire testing, comprising:

[0060] An acquisition module, used for acquiring a load curve, wherein the load curve includes target loads at multiple test time points;

[0061] A first processing module is used to use the measured stiffness value of the aircraft tire during the load test at the last test time point as the initial stiffness value of the aircraft tire at the current test time point, and to screen and smooth the initial stiffness value to obtain the stiffness value at the current time point, wherein the load test of the aircraft tire is performed based on a preset oil cylinder;

[0062] A second processing module is used to construct a reference number set according to the test execution data of multiple test time points before the current test time point, wherein the reference number set includes the executed target loads of multiple test time points before the current test time point and the displacements corresponding to the executed target loads;

[0063] a calculation module, configured to calculate a first candidate displacement at the current test time point based on the stiffness value at the current test time point and the target load at the current test time point when the target load at the current test time point is less than a preset load threshold; and determine a second candidate displacement at the current test time point based on the reference number set when the target load at the current test time point is greater than or equal to the preset load threshold;

[0064] The selection and control module is used to control the cylinder device to apply a load to the aircraft tire at a current time point based on the first candidate displacement amount or the second candidate displacement amount.

[0065] The beneficial effects of the present invention are as follows: a high-precision load control method and system for aircraft tire testing of the present invention, the present application controls the oil cylinder to apply load to the aircraft tire based on the movement amount. In order to avoid damage to the aircraft tire and the test equipment during the test, the present application first uses a dynamic stiffness calculation method, that is, the measured stiffness value at the previous test time point is used as the initial stiffness value at the current test time point, and then after screening and smoothing, the first candidate displacement is calculated to ensure the smoothness of the stiffness curve and avoid the occurrence of large stiffness changes leading to huge displacement changes. In addition, in order to avoid the inflection point displacement generated during the smoothing process, the present application also uses a number set to calculate the second candidate displacement in the section with a large target load. Finally, the first candidate displacement or the second candidate displacement is selected to perform the action according to the actual situation. When facing a complex load curve, the present application can effectively complete the test task of the load curve, protect the aircraft tire and the test equipment, and can accurately fit the load curve and perform the test with high precision. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] The present invention will be further described below in conjunction with the accompanying drawings and embodiments:

[0067] Figure 1 This is an application scenario diagram of a high-precision load control method for aircraft tire testing shown in an embodiment of the present application;

[0068] Figure 2 is a flow chart of a high-precision load control method for aircraft tire testing shown in one embodiment of the present application;

[0069] Figure 3 It is a schematic diagram of some load curves in this application;

[0070] Figure 4 This is the catapult takeoff load control curve diagram shown in this application;

[0071] Figure 5 This is a catapult takeoff displacement control curve diagram shown in this application;

[0072] Figure 6 It is a structural diagram of a high-precision load control system for aviation tire testing shown in one embodiment of the present application. DETAILED DESCRIPTION

[0073] The following describes the embodiments of the present invention by specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict.

[0074] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show the layers related to the present invention rather than being drawn according to the number, shape and size of the layers in actual implementation. In actual implementation, the type, quantity and proportion of each layer may be changed arbitrarily, and the layer layout may also be more complicated.

[0075] In the following description, numerous details are discussed to provide a more thorough explanation of embodiments of the present invention; however, it is apparent to one skilled in the art that embodiments of the present invention may be practiced without these specific details.

[0076] Figure 1 is an application scenario diagram of a high-precision load control method for aircraft tire testing shown in an embodiment of the present application, such as Figure 1 As shown, in this application, when testing the aircraft tire, the motor is used to drive the drum, and the drum drives the aircraft tire to force the aircraft tire to rotate. In order to simulate the tire load during the takeoff or braking phase, this application also uses a cylinder to apply a load to the aircraft tire to simulate the gravity, impact force and other stress conditions of the aircraft.

[0077] Figure 2 FIG. 1 is a flow chart of a high-precision load control method for aircraft tire testing shown in an embodiment of the present application. Figure 1 As shown: A high-precision load control method for aircraft tire testing of this embodiment may include steps S210 to S240:

[0078] S210, obtaining a load curve, wherein the load curve includes target loads at multiple test time points;

[0079] The load curve is the target curve of the test, which is provided by the demander. The load curve records the target load of the aircraft tire at multiple test time points. What this application needs to do is to apply the target load to the aircraft tire at the corresponding time point.

[0080] Figure 3 It is a schematic diagram of some load curves in this application, such as Figure 3As shown, the load curve has many inflection points. When applying the load, if the force control method is used, when the load changes greatly, the control opening of the servo valve port is larger. If the tire stability is poor at this time and a tire blowout occurs, the valve port will not be able to change direction in time due to the opening problem, which will cause damage to the equipment. Therefore, in the general direction, this application adopts the displacement control method to avoid damage to the equipment.

[0081] However, during the test, the temperature inside the tire changes continuously, and the air pressure changes accordingly, which causes the tire stiffness value to change continuously. Therefore, the relationship between the displacement of the oil cylinder and the load on the tire is constantly changing. Therefore, this application cannot use a fixed stiffness value method to conduct the test.

[0082] In view of this, the present application adopts a dynamic real-time stiffness model calculation method, that is, using the measured stiffness value at the previous test time point to calculate the stiffness value at the next time point (current time point).

[0083] S220, using the measured stiffness value of the aircraft tire during the load test at the last test time point as the initial stiffness value of the aircraft tire at the current test time point, and screening and smoothing the initial stiffness value to obtain the stiffness value at the current time point, wherein the load test of the aircraft tire is performed based on a preset oil cylinder;

[0084] The dynamic real-time stiffness model calculation method adopted in this application, in general, is to use the measured stiffness value of the load test on the aircraft tire at the previous test time point as the initial stiffness value of the aircraft tire at the current test time point. The overall control idea is to measure and calculate point by point (the refresh cycle can be set), and obtain the next loading point control instruction in real time. The specimen stiffness of this loading point is calculated in real time, and the displacement closed-loop target instruction of the MOOG controller at the next moment is calculated based on this stiffness, the target force value at the next moment, and the measured acceleration value. The target instruction is transmitted to the MOOG controller in real time through the DA output channel of the FPGA.

[0085] The last test time point in this application can be any test time point except the last test time point. If the last test time point is the first test time point, the static stiffness conversion method is used to obtain the stiffness measured value. The static stiffness conversion method is to pre-pressurize the test tire statically so that the load reaches the target load and obtain the relationship between load and displacement. Thus, the stiffness measured value of the first test time point is obtained.

[0086] Except for the first test time point, in subsequent tests, the measured value of the previous test time point is used as the initial stiffness value of the current test time point, and the initial stiffness value of the current test time point is screened, smoothed and calculated to obtain the displacement control value. After displacement control, the measured load and displacement of the current test time point are obtained, and then the measured stiffness value of the current test time point is obtained, thereby providing the initial stiffness value for the next test time point. Repeat the above process to complete the test in a cycle. At the same time, since the tire temperature value between adjacent time points does not change much, the stiffness value is relatively accurate. It will not cause a large test error.

[0087] In one embodiment of the present application, the mathematical expression of the initial stiffness value is:

[0088]

[0089] In the formula, S i is the initial stiffness value of the aircraft tire at the current test time point, F' i-1 is the measured load at the last test time point, D′ i-1 is the measured displacement of the cylinder equipment at the last test time point, D zero It is the displacement of the zero position of the cylinder equipment when it just contacts the aircraft tire.

[0090] After obtaining the initial stiffness value, there is a certain possibility that the test data at the previous test time point was interfered by noise, and the stiffness with a relatively large error was calculated, which would result in a large displacement control value, causing the control to exceed the normal control range and damage the test piece and equipment. Therefore, this application sets a screening range to screen the initial stiffness value.

[0091] In addition, in order to prevent the load from fluctuating greatly due to the tire not bearing a certain load in the early stage during load control, which affects the control effect, the range of the actual stiffness value will be considered in the early stage of the load control, and the allowable range of the stiffness can be increased when the load is large. That is, the present application constructs a dynamic screening range to screen the initial stiffness value. If it is the initial stiffness value at the beginning of the test, the screening range is small to avoid stiffness with large errors. As the test proceeds, the load on the tire is large. Since the stiffness base value is large at this time, there will not be a large stiffness error. At this time, the screening range is gradually relaxed to improve the test efficiency.

[0092] In one embodiment of the present application, a method for constructing a dynamic screening range includes:

[0093] (1) Construct an initial screening range, where the lower limit of the initial screening range is The upper limit of the initial screening range is

[0094] (2) In the section where the target load is greater than or equal to the preset load threshold, the process is executed repeatedly within the target time period. until Among them, S Init is the initial stiffness value of the aircraft tire, and n is the number of cycles;

[0095] (3) In the section where the target load is less than the preset load threshold, the process is executed repeatedly within the target time period. until

[0096] (4) Based on the upper limit value and the lower limit of the change Build dynamic filter ranges.

[0097] In this application, the main thing to prevent is the very small stiffness value in the early stage, which will cause the displacement of the cylinder output shaft to be huge and directly damage the tire. Therefore, the lower limit of the dynamic screening range is increased in the early stage. For example, the early screening range is (1,10), and then it can be gradually adjusted to (0.3,10) as the test progresses.

[0098] The change of the stiffness range value should be continuous and no sudden change should occur, so the change of the stiffness range value is divided into n levels and gradually changes to the target value in the timing loop.

[0099] In this embodiment, the load curve has a relatively flat load in the early stage and a relatively low load. The later stage has a relatively large change and a relatively high load to simulate the take-off process of the aircraft. Therefore, the section where the target load is greater than or equal to the preset load threshold can be regarded as the test start stage, and the section where the target load is less than the preset load threshold can be regarded as the later stage such as the aircraft catapult take-off.

[0100] After the dynamic screening range is obtained, the initial stiffness value at the current test time point is screened based on the pre-built dynamic screening range;

[0101] 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 before the current test time point to obtain the stiffness value at the current test time point.

[0102] Among them, if It is determined that the initial stiffness value at the current test time point falls within the dynamic screening range, and the initial stiffness value at this time is valid.

[0103] Since the stiffness value calculated by load and displacement has certain noise interference, it will form a stiffness value that fluctuates up and down. If this value is used for control, the D displacement control obtained by the stiffness value formula of load and displacement, D=F / S, will fluctuate up and down, which will amplify the fluctuating load and the fluctuating stiffness value again, causing jitter divergence and ultimately uncontrollable. Therefore, it is necessary to filter the stiffness value to obtain a smooth stiffness curve. Therefore, in this application, after screening, it is also necessary to smooth the initial stiffness value at the current test time point based on the stiffness values ​​at multiple time points before the current test time point, specifically including:

[0104] (1) The stiffness value at the current test time point and the stiffness measured values ​​at multiple time points before the current test time point are placed in a set. The mathematical expression of the set is: S = {S' i-(n-1) ,S' i-(n-2) …S' i}

[0105] The smoothing methods implemented in the present application include mean filtering and slip filtering. Mean filtering requires a sufficient number of stiffness measured values. Therefore, if the number of elements in the set is less than n', it is not enough to complete the corresponding mean filtering. The present application fills a plurality of target stiffness value elements at the front of the set, for example, fills a plurality of elements whose stiffness measured value is 1, so that the number of elements in the set is greater than or equal to n', where n' is the length of performing mean filtering;

[0106] (2) Performing mean filtering and sliding filtering of various lengths on multiple elements in the set to obtain multiple filtering results, wherein the mathematical expression of mean filtering is:

[0107]

[0108] In the formula, is the mean filtering result;

[0109] The mathematical expression of sliding filter is:

[0110]

[0111] In the formula, is the sliding filter result, and x is the proportional value;

[0112] During the test, within a certain load range, the load fluctuates greatly. To prevent load control jitter, the stiffness value within a certain load range is filtered to reduce noise input, but this causes phase lag when the load changes at high speed. Therefore, after exceeding a certain load threshold, the filter coefficient is reduced to reduce the phase lag effect caused by the filter.

[0113] In this application, three lengths of mean filtering are mainly provided, namely n'=2, n'=10 and n'=25; therefore, the result of mean filtering is

[0114] The reason for providing mean filters or sliding filters of different lengths is that in this application, there are cylinders of different precisions to provide loads. For example, the precision of the cylinder equipment of the horizontal station is poor, so a combination of length 25 and 2 is used. The precision of the cylinder equipment of the vertical station is higher, and a combination of length 10 and 2 mean filters is used. The ejection takeoff test project in the vertical station uses a combination of length 10 and sliding filters. Therefore, the selection of stiffness sets is carried out according to different stations of the equipment:

[0115]

[0116] The reason why at least two filters are used in combination is that the load curve in this application is a gentle curve in the front, and a longer mean filter can be used, which has a better fit. However, there are many steep and sudden changes in the back, so if a longer mean filter is used, it will bring a large error, so a mean filter or a sliding filter with a length of 2 is used for processing.

[0117] (3) Determine the progress of the preset filter smoothing process at the current test time point, and based on the progress of the preset filter smoothing process at the current test time point and the type of cylinder equipment, combine the mean filter result and the slip filter result to obtain the stiffness value at the current test time point.

[0118] In addition, since a filter with a length of 25 or 10 is used in the flat part of the load curve, and a filter with a length of 2 or a sliding filter is used in the steep part, if smoothing is not performed when the two are in transition, there is a high probability that the stiffness value will suddenly change. Therefore, in this application, filtering and smoothing are also performed for different workstations to smooth the transition of filtering methods at different stages. The details are as follows:

[0119] In this application, the filtering smoothing process is used to smoothly transition from one filtering mode to another filtering mode during the test process. If it is a horizontal station, it is smoothly transitioned from a mean filter with a length of 25 to a mean filter with a length of 2; if it is a vertical station, it is smoothly transitioned from a mean filter with a length of 10 to a sliding filter;

[0120] Specifically, the filtering and smoothing process includes:

[0121] (1) In the section where the target load is greater than or equal to the preset load threshold, the process is executed repeatedly within the target time period. until

[0122] in, S is the progress of the preset filtering and smoothing process at the current test time point. Init％ is the initial value of progress, S min％ is the progress end value, ΔS% is the progress change, n is the number of cycles;

[0123] (2) In the section where the target load is less than the preset load threshold, the process is executed repeatedly within the target time period. Until

[0124] In the above process, the load threshold F is used Limit To distinguish the gentle section from the steep section, that is, F i ≥F Limit :implement until F i <F Limit :implement until

[0125] Specifically, S Init％ Generally, 100% is taken, S min％ Generally, 0% is used. That is to say, this application only needs to i ≥F Limit In the section, within a period of time, Smoothly changes from 100% to 0%. i <F Limit In the section, within a period of time, Smoothly changes from 0% to 100%. It refers to the proportion of mean filtering with a length of 25 or a mean filtering with a length of 10. It refers to the proportion of mean filtering or sliding filtering with a length of 25. Therefore, when calculating the stiffness value at the current time point, it is also necessary to consider the progress of the filtering and smoothing process at the current time point. For example, the distance from the current time point to F i ≥F Limit The time point is 2s, and n of each cycle is 0.1s, so the current time point is at 20% of the filtering smoothing process, so The value is 20%.

[0126] Based on the above principles and different workstations, the mathematical expression of the stiffness value at the current test time point is as follows:

[0127]

[0128] In the formula, is the first candidate stiffness value, is the mean filtering result with a length of n'1, is the mean filtering result with a length of n'2, is the second candidate stiffness value, is the mean filtering result of length n'3

[0129] Specifically, n'1=25, n'2=2, n'3=10. That is, When performing the test at the horizontal station, the smoothing is changed from a mean filter with a length of 25 to a mean filter with a length of 2. When performing the test for the vertical workstation, a smoothing change was made from a mean filter with a length of 10 to a sliding filter.

[0130] It means that different candidate stiffness values ​​are selected based on different workstations to obtain stiffness data suitable for the current equipment execution.

[0131] In addition, the mean filter length in the above process is only used as a demonstration of this embodiment. This application does not limit this. In other embodiments, a mean filter with any length of 1-infinity can also be selected according to actual needs.

[0132] In the above process, the dynamic stiffness model calculation method, dynamic screening range, and smoothing are used to obtain the stiffness value at the current test time point. Therefore, the displacement of the control cylinder can be obtained by using the stiffness value at the current test time point and the target load at the current time point. In the flat section, the stiffness value at the current test time point and the displacement calculated by the target load at the current test time point are directly used for control.

[0133] However, due to the stiffness fluctuation problem, the displacement control will fluctuate, so the above-mentioned filtering method is used to filter the stiffness value. However, this method brings about a phase difference between the actual load and the target load, which makes it impossible to test test items such as the catapult takeoff test load switching time being too fast. Therefore, a data set of loads and displacements of the completed curve is stored, and then the interpolation calculation is directly performed in the data set through the target load to solve problems such as phase lag.

[0134] Figure 4 This is the catapult takeoff load control curve diagram shown in this application, such as Figure 4 As shown, the blue curve is the load curve, and the red curve is the actual load output curve. In the early gentle stage, the method of using the stiffness value at the current test time point to calculate the displacement and control it can fit the load curve very well. However, in the steep stage, the red curve exceeds the blue curve by a lot.

[0135] Figure 5This is the ejection takeoff displacement control curve diagram shown in this application, such as Figure 5 As shown in Figure 1, after filtering, the phase difference will cause the third target peak to correspond to the trough of stiffness, resulting in a larger displacement output being calculated, making the actual load larger.

[0136] In order to solve the above problem, this application uses another control method to calculate the displacement of steep change sections such as catapult takeoff, that is, the force and stiffness of the first wave crest rising stage are stored in a table, and the subsequent target force is controlled by searching the closest value in the table. The specific process is as follows:

[0137] S230, constructing a reference number set according to the test execution data of multiple test time points before the current test time point, wherein the reference number set includes the executed target loads at multiple test time points before the current test time point and the displacements corresponding to the executed target loads;

[0138] In one embodiment of the present application, a reference data set is constructed based on test execution data of multiple test time points before the current test time point, including:

[0139] S231, obtaining the executed target load and the displacement of the executed target load at multiple test time points before the current test time point;

[0140] S232, constructing an initial load number set, and comparing all executed target loads with the initial load number set in order, and when the executed target load is greater than any element in the initial load number set, putting the executed target load into the load number set to obtain the load number set;

[0141] Specifically, the initial value is assigned to the comparison value in the process for judgment, that is, F' Init =F' Compare ; F' Init is the initial value of the executed load; then if F' Compare ≤F' i : Then execute F' i Write into the data set.

[0142] F(i)→{F′0,F′1,F′2…F′ i}

[0143] F(i)=F′ Compare

[0144] If, F' Compare ≥F' i : Do nothing.

[0145] The above process can store all executed payloads used in the first wave peak rising stage into the data set, and ensure that the executed payloads in the data set will not be repeated, thereby saving the device cache space.

[0146] S233, constructing a displacement amount number set based on the displacement amount of each executed target load in the load number set;

[0147] The actual load collection data set is:

[0148] F′ (i) ={F′0,F′1,F′2…F′ i}

[0149] At the same time, the corresponding actual displacement value is stored:

[0150] D′ (i) ={D′0,D′1,D′2…D′ i}

[0151] S234, constructing a reference number set based on the load number set and the displacement number set.

[0152] S240, when the target load at the current test time point is less than a preset load threshold, calculating a first candidate displacement at the current test time point based on the stiffness value at the current test time point and the target load at the current test time point; when the target load at the current test time point is greater than or equal to the preset load threshold, determining a second candidate displacement at the current test time point based on a reference number set;

[0153] Based on the analysis in the previous article, this application divides the load curve into a smooth part and a steep part. The smooth part directly uses the stiffness value at the current test time point and the target load at the current test time point to calculate the first candidate displacement.

[0154] The mathematical expression of the first candidate displacement at the current test time point is:

[0155]

[0156] In the formula, C T is the first adjustment parameter, C f is the second adjustment parameter, is the stiffness value of the aircraft tire at the current test time point. The first adjustment parameter C T and the second adjustment parameter C f The setting is convenient for manual adjustment during actual operation.

[0157] In the steep part, the second candidate displacement at the current test time point is determined based on the reference number set, including:

[0158] (1) When there is an executed load in the reference data set that is consistent with the target load at the current test time point, the displacement corresponding to the executed load that is consistent with the target load at the current test time point is used as the second candidate displacement at the current test time point.

[0159] (2) When there is no executed load in the reference number set that is consistent with the target load at the current test time point, two executed loads that meet the target conditions are taken from the reference number set, and an interpolation operation is performed based on the displacement of the two executed loads that meet the target conditions to obtain the second candidate displacement at the current test time point. The target conditions include: the executed load F' (n) , executed load F' (n+1) The target load F at the current time point i Closest, and F' (n) <F i <F' (n+1) .

[0160] In one embodiment of the present application, the mathematical expression of the interpolation operation is:

[0161]

[0162] In the formula, is the second candidate displacement at the current test time point, D' (n+1) is the executed load F' (n+1) The corresponding displacement, D' (n) is the executed load F' (n) The corresponding displacement.

[0163] In the above process, the executed displacement is directly used as or interpolated to obtain the second candidate displacement at the current test time point. Although there is a time difference between these two points, which will definitely lead to errors in the stiffness value, the phase difference caused by filtering can be effectively eliminated. From the actual effect, the displacement error is reduced, so that the actual load curve output is more in line with the target load curve.

[0164] S250: Controlling the oil cylinder device to apply a load to the aircraft tire at the current time point based on the first candidate displacement amount or the second candidate displacement amount.

[0165] Finally, the first candidate displacement D at the current test time point is calculated in the previous article i and the second candidate displacement In order to further ensure the safety of the equipment and the accuracy of the test, this application finally performs the following selections by selecting the module:

[0166] F(i)<F Limit ,but

[0167] F(i)≥F Limit ,

[0168] F(i)≥F' (max) ←{F'0,F'1,F'2…F' i}but

[0169] F(i)<F′ (max) ←{F′0,F′1,F′2…F′ i}

[0170] but

[0171]

[0172] but

[0173] but

[0174] The corresponding explanations are as follows:

[0175] (1) When the target load at the current test time point is less than the preset load threshold (i.e., F(i) < F Limit When), based on the first candidate displacement D i Structural displacement control Based on the displacement control Control the cylinder equipment to apply load to the aircraft tire, where C -1 is the third adjustment parameter; the third adjustment parameter C -1 The setting is convenient for manual adjustment of the corresponding displacement.

[0176] (2) The target load at the current test time point is greater than or equal to the preset load threshold (i.e., F(i) ≥ F Limit ), and the target load at the current test time point is greater than or equal to the maximum executed load in the reference number set (i.e., F(i) ≥ F' (max) ←{F'0,F'1,F'2…F' i}), based on the first candidate displacement D i Structural displacement control Based on the displacement control The oil cylinder device is controlled to apply a load to the aircraft tire, wherein C1 is the fourth adjustment parameter; the setting of the fourth adjustment parameter C1 facilitates manual adjustment of the corresponding displacement. In addition, after execution, F'(i) is put into the reference number set.

[0177] (3) The target load at the current test time point is greater than or equal to the preset load threshold (i.e., F(i) ≥ F Limit ), the target load at the previous test time point is less than the maximum executed load in the reference number set (F(i)<F′ (max) ←{F′0,F′1,F′2…F′ i}), and the first candidate displacement D i and the second candidate displacement The difference When the second candidate displacement Structural displacement control Based on the displacement control Control the oil cylinder device to apply load to the aircraft tire, wherein C3 is the fifth adjustment parameter;

[0178] (4) The target load at the current test time point is greater than or equal to the preset load threshold (i.e., F(i) ≥ F Limit ), the target load at the current test time point is less than the maximum executed load in the reference number set (F(i) <F′ (max) ←{F′0,F′1,F′2…F′ i}), the first candidate displacement D i and the second candidate displacement The difference and When the first candidate displacement value Di is used as the displacement control value Based on the displacement control Control the cylinder equipment to apply load to the aircraft tire; if Then choose the smaller one as the displacement, that is This ensures the safety of tires and equipment to the greatest extent possible.

[0179] (5) The target load at the current test time point is greater than or equal to the preset load threshold, that is, F(i) ≥ F Limit ), the target load at the current test time point is less than the maximum executed load in the reference number set (F(i)<F′ (max) ←{F′0,F′1,F′2…F′ i}), the first candidate displacement D i and the second candidate displacement The difference and When the second candidate displacement Structural displacement control Based on the displacement control Control the oil cylinder device to apply load to the aircraft tire, where C2 is the sixth adjustment parameter. Then select the smaller one and increase the adjustment parameter as the displacement, that is, This ensures the safety of tires and equipment to the greatest extent possible.

[0180] In the above process, the present application uses a dynamic stiffness model calculation method, a dynamic screening range, and a smoothing process for the smooth section of the load curve to obtain the stiffness value at the current test time point, and calculates the corresponding first candidate displacement. For the steep stage of catapult takeoff, a reference number set is established and the corresponding displacement is found to obtain the second candidate displacement. Finally, a displacement curve with dynamic real-time change control is obtained to achieve the control effect of the target load.

[0181] A high-precision load control method for aircraft tire testing of the present invention, the present application controls the oil cylinder to apply load to the aircraft tire based on the movement amount. In order to avoid damage to the aircraft tire and the test equipment during the test, the present application first uses a dynamic stiffness calculation method, that is, the measured stiffness value at the previous test time point is used as the initial stiffness value at the current test time point, and then after screening and smoothing, the first candidate displacement is calculated to ensure the smoothness of the stiffness curve and avoid the occurrence of large stiffness changes leading to huge displacement changes. In addition, in order to avoid the inflection point displacement generated during the smoothing process, the present application also uses a number set to calculate the second candidate displacement in the section with a large target load. Finally, the first candidate displacement or the second candidate displacement is selected to perform the action according to the actual situation. When facing a complex load curve, the present application can effectively complete the test task of the load curve, protect the aircraft tire and the test equipment, and can accurately fit the load curve and perform the test with high precision.

[0182] As Figure 6 As shown, the present application also provides a high-precision load control system for aviation tire testing, comprising:

[0183] An acquisition module, used for acquiring a load curve, wherein the load curve includes target loads at multiple test time points;

[0184] A first processing module is used to use the measured stiffness value of the aircraft tire during the load test at the last test time point as the initial stiffness value of the aircraft tire at the current test time point, and to screen and smooth the initial stiffness value to obtain the stiffness value at the current time point, wherein the load test of the aircraft tire is performed based on a preset oil cylinder;

[0185] A second processing module is used to construct a reference number set according to the test execution data of multiple test time points before the current test time point, wherein the reference number set includes the executed target loads of multiple test time points before the current test time point and the displacements corresponding to the executed target loads;

[0186] a calculation module, configured to calculate a first candidate displacement at the current test time point based on the stiffness value at the current test time point and the target load at the current test time point when the target load at the current test time point is less than a preset load threshold; and determine a second candidate displacement at the current test time point based on the reference number set when the target load at the current test time point is greater than or equal to the preset load threshold;

[0187] The selection and control module is used to control the cylinder device to apply a load to the aircraft tire at a current time point based on the first candidate displacement amount or the second candidate displacement amount.

[0188] A high-precision load control system for aircraft tire testing of the present invention controls the oil cylinder to apply load to the aircraft tire based on the movement amount. In order to avoid damage to the aircraft tire and the test equipment during the test, the present application first uses a dynamic stiffness calculation method, that is, the measured stiffness value at the previous test time point is used as the initial stiffness value at the current test time point, and then the first candidate displacement is calculated after screening and smoothing to ensure the smoothness of the stiffness curve and avoid the occurrence of large stiffness changes leading to huge displacement changes. In addition, in order to avoid the inflection point displacement generated during the smoothing process, the present application also uses a number set to calculate the second candidate displacement in the section with a large target load. Finally, the first candidate displacement or the second candidate displacement is selected to perform the action according to the actual situation. When facing a complex load curve, the present application can effectively complete the test task of the load curve, protect the aircraft tire and the test equipment, and can accurately fit the load curve and perform the test with high precision.

[0189] This embodiment further provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, any one of the methods in this embodiment is implemented, wherein the method is the execution logic of this system.

[0190] This embodiment also provides an electronic terminal, including: a processor and a memory;

[0191] The memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory, so that the terminal executes any one of the methods in this embodiment.

[0192] The computer-readable storage medium in this embodiment can be understood by ordinary technicians in this field: all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to the computer program. The aforementioned computer program can be stored in a computer-readable storage medium. When the program is executed, the execution includes the steps of the above-mentioned method embodiments; and the aforementioned storage medium includes: ROM, RAM, magnetic disk or optical disk and other media that can store program codes.

[0193] The electronic terminal provided in this embodiment includes a processor, a memory, a transceiver and a communication interface. The memory and the communication interface are connected to the processor and the transceiver and complete communication with each other. The memory is used to store computer programs, the communication interface is used to communicate, and the processor and the transceiver are used to run computer programs so that the electronic terminal executes each step of the above method.

[0194] In this embodiment, the memory may include a random access memory (RAM), and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0195] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0196] In the above-mentioned embodiments, although the present invention has been described in conjunction with the specific embodiments of the present invention, many replacements, modifications and variations of these embodiments will be apparent to those of ordinary skill in the art based on the foregoing description. The embodiments of the present invention are intended to cover all such replacements, modifications and variations falling within the broad scope of the appended claims.

[0197] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed by the present invention shall still be covered by the claims of the present invention.

Claims

1. A high-precision load control method for aircraft tire testing, characterized in that: Includes steps: Obtaining a load curve, wherein the load curve includes target loads at multiple test time points; The measured stiffness value of the load test performed on the aircraft tire at the previous test time point is used as the initial stiffness value of the aircraft tire at the current test time point, and the initial stiffness value is screened and smoothed to obtain the stiffness value at the current time point, wherein the load test of the aircraft tire is performed based on a preset oil cylinder; Constructing a reference number set based on the test execution data of multiple test time points before the current test time point, wherein the reference number set includes the executed target loads at multiple test time points before the current test time point and the displacements corresponding to the executed target loads; When the target load at the current test time point is less than a preset load threshold, a first candidate displacement at the current test time point is calculated based on the stiffness value at the current test time point and the target load at the current test time point; when the target load at the current test time point is greater than or equal to the preset load threshold, a second candidate displacement at the current test time point is determined based on the reference number set; The cylinder device is controlled to apply a load to the aircraft tire at a current time point based on the first candidate displacement amount or the second candidate displacement amount.

2. The high-precision load control method for aircraft tire testing according to claim 1, characterized in that: The initial stiffness value at the current test time point is determined based on the target load and displacement of the cylinder device at the current test time point, the displacement at the current test time point is determined based on the target load at the current test time point and the stiffness value at the previous test time point, and the stiffness value at the first test time point is determined by a static stiffness value test; The mathematical expression of the initial stiffness value is: In the formula, S i is the initial stiffness value of the aircraft tire at the current test time point, F′ i-1 is the measured load at the last test time point, D′ i-1 is the measured displacement of the cylinder equipment at the last test time point, D zero It is the displacement of the zero position of the cylinder equipment when it just contacts the aircraft tire.

3. The high-precision load control method for aircraft tire testing according to claim 1, characterized in that: The mathematical expression of the first candidate displacement at the current test time point is: In the formula, F i is the target load at the current test time point, C T is the first adjustment parameter, C f is the second adjustment parameter, is the stiffness value of the aircraft tire at the current test time point, D zero It is the displacement of the zero position of the cylinder equipment when it just contacts the aircraft tire.

4. The high-precision load control method for aircraft tire testing according to claim 1, characterized in that: The initial stiffness value is screened and smoothed, including: Screening the initial stiffness value at the current test time point based on a pre-constructed dynamic screening range; 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 stiffness values ​​at multiple time points before the current test time point to obtain the stiffness value at the current test time point.

5. The high-precision load control method for aircraft tire testing according to claim 4, characterized in that: The method for constructing the dynamic screening range includes: Construct an initial screening range, wherein the lower limit of the initial screening range is The upper limit of the initial screening range is In the section where the target load is greater than or equal to the preset load threshold, the operation is executed repeatedly within the target time period. until Among them, S Init is the initial stiffness value of the aircraft tire, and n is the number of cycles; In the section where the target load is less than the preset load threshold, the operation is executed repeatedly within the target time period. until Based on the upper limit value and the lower limit of the change Build dynamic filter ranges.

6. The high-precision load control method for aircraft tire testing according to claim 4, characterized in that: The initial stiffness value at the current test time point is smoothed based on stiffness values ​​at multiple time points before the current test time point, including: The stiffness value at the current test time point and the stiffness measured 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 target stiffness value elements are filled at 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 performing mean filtering; Performing mean filtering and sliding filtering of various lengths on multiple elements in the set to obtain multiple filtering results, wherein the mathematical expression of the mean filtering is: In the formula, is the mean filtering result; The mathematical expression of the sliding filter is: In the formula, is the sliding filter result, and x is the proportional value; Determine the progress of the preset filter smoothing process at the current test time point, and based on the progress of the preset filter smoothing process at the current test time point and the cylinder equipment type, combine the mean filter result and the slip filter result to obtain the stiffness value at the current test time point.

7. The high-precision load control method for aircraft tire testing according to claim 6, characterized in that: The filtering and smoothing process is used to smoothly transform one filtering mode to another filtering mode during the test process. The filtering and smoothing process includes: In the section where the target load is greater than or equal to the preset load threshold, the operation is executed repeatedly within the target time period. until in, S is the progress of the preset filtering and smoothing process at the current test time point. Init％ is the initial value of progress, S min％ is the progress end value, ΔS% is the progress change, n is the number of cycles; In the section where the target load is less than the preset load threshold, the operation is executed repeatedly within the target time period. until 8. The high-precision load control method for aircraft tire testing according to claim 6, characterized in that: The stiffness value at the current test time point The mathematical expression is: In the formula, is the first candidate stiffness value, is the mean filtering result with a length of n′1, is the mean filtering result with a length of n′2, is the second candidate stiffness value, is the mean filtering result with a length of n′3.

9. The high-precision load control method for aircraft tire testing according to claim 1, characterized in that: A reference data set is constructed based on the test execution data of multiple test time points before the current test time point, including: Obtain the executed target load and the displacement of the executed target load at multiple test time points before the current test time point; Constructing an initial load number set, and comparing all executed target loads with the initial load number set in order, and when the executed target load is greater than any element in the initial load number set, putting the executed target load into the load number set to obtain a load number set; Constructing a displacement amount set based on the displacement amount of each executed target load in the load amount set; A reference number set is constructed based on the load number set and the displacement number set.

10. The high-precision load control method for aircraft tire testing according to claim 1, characterized in that: Determining a second candidate displacement at a current test time point based on the reference number set includes: When there is an executed load that is consistent with the target load at the current test time point in the reference number set, the displacement corresponding to the executed load that is consistent with the target load at the current test time point is used as the second candidate displacement at the current test time point. When there is no executed load consistent with the target load at the current test time point in the reference number set, two executed loads that meet the target condition are taken from the reference number set, and an interpolation operation is performed based on the displacement of the two executed loads that meet the target condition to obtain a second candidate displacement at the current test time point. The target conditions include: the executed load F' (n) , executed load F' (n+1) The target load F at the current time point i Closest, and F' (n) <F i <F' (n+1) .

11. The high-precision load control method for aircraft tire testing according to claim 10, characterized in that: The mathematical expression of the interpolation operation is: In the formula, is the second candidate displacement at the current test time point, D' (n+1) is the executed load F' (n+1) The corresponding displacement, D' (n) is the executed load F' (n) The corresponding displacement.

12. The high-precision load control method for aircraft tire testing according to claim 1, characterized in that: Controlling the oil cylinder device to apply a load to the aircraft tire at a current time point based on the first candidate displacement amount or the second candidate displacement amount includes: When the target load at the current test time point is less than the preset load threshold, based on the first candidate displacement D i Structural displacement control Based on the displacement control Control the oil cylinder device to apply load to the aircraft tire, wherein C -1 is the third adjustment parameter; When the target load at the current test time point is greater than or equal to the preset load threshold, and the target load at the current test time point is greater than or equal to the maximum executed load in the reference number set, based on the first candidate displacement D i Structural displacement control Based on the displacement control Controlling the oil cylinder device to apply load to the aircraft tire, wherein C1 is a fourth adjustment parameter; The target load at the current test time point is greater than or equal to the preset load threshold, the target load at the current test time point is less than the maximum executed load in the reference number set, and the first candidate displacement D i The second candidate displacement The difference When the second candidate displacement Structural displacement control Based on the displacement control Controlling the oil cylinder device to apply load to the aircraft tire, wherein C3 is the fifth adjustment parameter; The target load at the current test time point is greater than or equal to the preset load threshold, and the target load at the current test time point is less than the maximum executed load in the reference number set. The first candidate displacement D i The second candidate displacement The difference and When the first candidate displacement D i As displacement control Based on the displacement control Controlling the oil cylinder device to apply load to the aircraft tire; The target load at the current test time point is greater than or equal to the preset load threshold, and the target load at the current test time point is less than the maximum executed load in the reference number set. The first candidate displacement D i The second candidate displacement The difference and When the second candidate displacement Structural displacement control Based on the displacement control The oil cylinder device is controlled to apply load to the aircraft tire, wherein C2 is the sixth adjustment parameter.

13. A high-precision load control system for aircraft tire testing, characterized in that: include: An acquisition module, used for acquiring a load curve, wherein the load curve includes target loads at multiple test time points; A first processing module is used to use the measured stiffness value of the aircraft tire during the load test at the last test time point as the initial stiffness value of the aircraft tire at the current test time point, and to screen and smooth the initial stiffness value to obtain the stiffness value at the current time point, wherein the load test of the aircraft tire is performed based on a preset oil cylinder; A second processing module is used to construct a reference number set according to the test execution data of multiple test time points before the current test time point, wherein the reference number set includes the executed target loads of multiple test time points before the current test time point and the displacements corresponding to the executed target loads; a calculation module, configured to calculate a first candidate displacement at the current test time point based on the stiffness value at the current test time point and the target load at the current test time point when the target load at the current test time point is less than a preset load threshold; and determine a second candidate displacement at the current test time point based on the reference number set when the target load at the current test time point is greater than or equal to the preset load threshold; The selection and control module is used to control the cylinder device to apply a load to the aircraft tire at a current time point based on the first candidate displacement amount or the second candidate displacement amount.

Images