A direct-drive aircraft brake disc bench test device and test method

Abstract

The present invention provides a direct-drive aircraft brake disc bench test device and test method, which adopts the design mode of engine direct drive, and can solve the problems of inaccurate carbon brake disc energy absorption, limited tire performance, high test difficulty, and inability to test single brake disc samples in general inertial bench tests. The test device includes a test bench base and a direct-drive power unit, a brake assembly, a spindle and a sensor assembly installed on the test bench base; the brake assembly includes: one or more brake discs to be monitored, an outer wheel hub, a torque cylinder, a hydraulic seat and a piston; the direct-drive power unit is used to drive the outer wheel hub to rotate, and then drive the outer key toothed disc to rotate; the end disc is fixed to the spindle through the torque cylinder, and the inner key toothed disc is circumferentially fixed to the spindle through the torque cylinder; the spindle is supported and fixed on the bracket; on the end face of the hydraulic seat facing the inner key toothed disc, a plurality of pistons are distributed along the circumferential direction, and when there is hydraulic loading, the piston extends out and presses on the inner key toothed disc.

Description

Technical Field

[0001] The present invention relates to a bench test device and a test method, in particular to a brake disc bench test device and a test method, and belongs to the technical field of brake disc bench test. Background Art

[0002] The ground bench test of aircraft carbon brake discs is an essential test to verify the performance and reliability of brake discs. In my country's civil aircraft airworthiness requirements, ground bench testing is a necessary step in applying for type certification or component manufacturing approval, and is also an important test and verification item after mass production of products.

[0003] The existing ground bench test equipment is mainly based on the electric inertia test bench. First, the motor accelerates the inertia wheel, and with the help of the counterweight of the inertia wheel, the inertia wheel reaches the predetermined braking energy and braking speed; then, the wheel assembly (including carbon brake disc, hydraulic brake assembly, wheel metal parts and tire) is pressed against the inertia wheel, and the braking force generated by the brake assembly on the tire is transferred to the inertia wheel through friction; finally, the inertia wheel stops, which means that the carbon brake disc has absorbed enough braking energy at the specified braking speed, and the test is completed.

[0004] In order to ensure the reliability of the test results, the carbon brake disc, hydraulic brake assembly, wheel metal parts and tires were tested at the same time. Although the results are more similar to the actual state, there are the following disadvantages:

[0005] 1. This test method is more of a systematic test rather than a single targeted assessment of the brake disc. During the braking process, in addition to the carbon brake disc, the tire, wheel metal parts, and various connecting parts will absorb a certain amount of braking energy, making the actual braking energy transmitted to the carbon brake disc lower than the theoretical value and unable to be accurately measured. Therefore, for the brake disc alone, there is a certain error in the test results.

[0006] 2. During the braking process, the tire is the most critical component for transmitting energy. Due to the tire's friction coefficient, operating temperature and other performance parameters, it is difficult to assess the performance limit of the brake disc, and it is impossible to conduct independent analysis and extreme performance testing of the brake disc.

[0007] 3. High requirements for manufacturing and testing units. The inertial platform test requires the entire wheel assembly to be matched, but for general parts suppliers, it is difficult to master the use and maintenance methods of all parts of the wheel system. The test matching is difficult, the preparation time is long, and the test is difficult.

[0008] 4. The inertial platform can only test product-level test pieces. When making design modifications and process improvements, it is impossible to test small batch samples (such as single-piece samples), which results in a long R&D cycle and high costs.

[0009] In the Chinese patent application CN104748902A "Brake Dynamics Test Method for High Kinetic Energy Aircraft Brake Components", a method for reducing the disc test based on the inertial test bench is given. This method reduces the requirement for the wheel or main wheel primary brake component to absorb the energy As the inertial platform kinetic energy, realizes the brake dynamics test method for high kinetic energy domestic aircraft brake components and avoids the phenomenon of wheel or main wheel locking during the test. However, this test method is still based on the inertial test bench, and is a systematic test of the wheel component, mainly to solve the locking phenomenon in the brake test, and still has the problems of long R&D cycle and high cost.

[0010] Chinese patent application CN116853516A "A brake test device and brake test method for aircraft" proposes a single-axis brake test device and brake test method for aircraft, which solves the problem that the brake test bench in the prior art drives the aircraft's wheels to rotate by friction; however, the test method still retains the inertial flywheel, and has the problems of complex structure, low input energy, and low assessment specificity, and does not provide a detailed design description of the brake structure as the core of the function. Summary of the invention

[0011] In view of this, the present invention provides a direct-drive aircraft brake disc bench test device, which adopts an engine direct-drive design to solve the problems of inaccurate energy absorption by carbon brake discs, limited tire performance, great test difficulty, and inability to test single brake disc samples in general inertia bench tests.

[0012] The technical solution of the present invention is: a direct-drive aircraft brake disc bench test device, comprising: a test bench base and a direct-drive power unit, a brake assembly, a spindle and a sensor assembly installed on the test bench base;

[0013] The brake assembly includes: one or more brake discs to be monitored, an outer wheel hub, a torque cylinder, a hydraulic seat and a piston; the brake disc to be monitored includes an end disc, an outer key toothed disc and an inner key toothed disc coaxially arranged in sequence;

[0014] The direct drive force unit is used to drive the outer wheel hub to rotate, thereby driving the outer key gear plate to rotate;

[0015] The end plate is fixed to the spindle through a torque cylinder, and the inner key gear plate is circumferentially fixed to the spindle through a torque cylinder; the spindle is supported and fixed on the bracket;

[0016] On the end surface of the hydraulic seat facing the inner key toothed disc, a plurality of pistons are distributed along the circumferential direction, and when hydraulic loading is applied, the pistons extend out and press against the inner key toothed disc;

[0017] The sensor assembly includes a torque sensor disposed at the end of the spindle for measuring the braking torque.

[0018] As a preferred embodiment of the present invention, the outer wheel hub is connected to the direct drive power unit via an adapter;

[0019] The inner circumferential surface of the outer hub is circumferentially provided with torsion bars corresponding to the keyways on the outer key toothed disc; the torsion bars are fixed to the outer hub and are stuck in the keyways at the corresponding positions of the outer key toothed disc, so that the outer key toothed disc can rotate together with the outer hub.

[0020] As a preferred embodiment of the present invention, the torque cylinder is coaxially sleeved on the outside of the spindle and fixed to the hydraulic seat;

[0021] The end plate is fixed to the torque cylinder via a torque seat;

[0022] On the outer circumferential surface of the torque cylinder, there are external ribs corresponding to the keyways on the inner keyway plate, and the external ribs are inserted into the keyways of the inner keyway plate to achieve circumferential fixation with the torque cylinder;

[0023] The hydraulic seat is coaxially sleeved on the outside of the spindle and connected to the bracket;

[0024] The outer hub is supported on the spindle through a tapered roller bearing.

[0025] As a preferred embodiment of the present invention, a gantry assembly is installed outside the brake assembly;

[0026] The gantry assembly includes: a gantry, a universal ball bearing base, a universal ball bearing and a bottom support; a plurality of universal ball bearings are evenly distributed at intervals around the circumference of the outer wheel hub of the brake assembly; the universal ball bearing is supported on the gantry or the bottom support through the universal ball bearing base; the ball end of the universal ball bearing is in contact with the outer wheel hub.

[0027] As a preferred embodiment of the present invention, the direct drive power unit comprises: a control console, an engine, a clutch and a gearbox;

[0028] The engine is connected to the gearbox via a clutch, and the gearbox is connected to the brake assembly via a coupling.

[0029] As a preferred embodiment of the present invention, the sensor assembly further comprises a temperature sensor disposed on the outer key sprocket and the inner key sprocket for measuring the temperature of the brake disc.

[0030] In addition, based on the above-mentioned direct-drive aircraft brake disc bench test device, the present invention provides a direct-drive aircraft brake disc test method:

[0031] When testing at a given braking energy and braking speed:

[0032] Firstly, the direct drive power unit is started to make the direct drive power unit reach a given output power, at which time the outer hub and the outer key gear plate reach a given output speed;

[0033] Then, hydraulic loading is performed, and the hydraulic seat pushes the piston outward to start braking, and the test data is recorded. The test data includes: brake pressure, speed-time curve, brake torque-time curve, and output power-time curve;

[0034] After the total energy reaches the predetermined braking energy, the direct drive power unit is disconnected and the brake disc is stopped.

[0035] When testing with a given braking torque:

[0036] First, in a stationary state, hydraulic loading is performed and the brake pressure is recorded;

[0037] Then start the direct drive power unit to make the outer hub and the outer key gear plate reach the given output torque, or make the brake disc start to rotate relatively, and record the output torque-time curve as test data;

[0038] Disconnect the direct drive power unit and stop the brake disc.

[0039] Beneficial effects:

[0040] (1) The test device of the present invention uses a direct drive method for energy input, thereby avoiding the additional impact of tires, inertia wheels and other structural parts on the brake disc test. The test device has a more compact structure and the test results are more accurate.

[0041] (2) The test device of the present invention can independently test the brake disc without the need for a complete wheel assembly installed on the aircraft, which greatly shortens the development cycle and development cost; the test equipment is simple and the test conditions are more relaxed.

[0042] (3) In the test device of the present invention, the ball end of the universal ball bearing contacts the outer hub in the brake assembly, and the friction force on the outer hub is greatly reduced by rolling, thereby reducing energy loss.

[0043] (4) The test device of the present invention adopts the engine + gearbox method for direct drive. At the tire speed of the actual braking speed of the aircraft (150-300 km / h), the output torque of a general motor is relatively low, making it difficult to complete direct loading at high speed, that is, difficult to complete "direct drive". The present invention uses the engine + gearbox solution, which is lower in cost and safer. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 It is a schematic diagram of the overall structure of the test device of the present invention;

[0045] Figure 2 is a cross-sectional view of the gantry assembly;

[0046] Figure 3 is a cross-sectional view of the brake assembly;

[0047] Figure 4 Install exploded view of brake assembly;

[0048] Figure 5 This is a schematic diagram of hydraulic seat brake pressure loading;

[0049] Figure 6 It is a schematic diagram of the cooperation between the outer hub and the outer key gear plate;

[0050] Figure 7 Schematic diagram of the torque cylinder and the internal key gear.

[0051] Among them: 1- control console, 2- engine, 3- clutch, 4- gearbox, 5- coupling, 6- gantry assembly, 601- gantry, 602- universal ball bearing base, 603- universal ball bearing, 604- bottom support; 7- brake assembly, 701- adapter, 702- outer wheel hub, 703- torsion bar, 704- end plate, 705- outer key gear plate, 706- inner key gear plate, 707- hydraulic seat, 708- torque cylinder, 709- piston, 710- positioning pin, 711- bushing, 712- tapered roller bearing, 713- shaft end cover, 714- bracket, 8- spindle, 9- test bench base. DETAILED DESCRIPTION

[0052] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments.

[0053] This embodiment provides a direct-drive aircraft brake disc bench test device with high reliability, simple structure, and suitable for the research and development process.

[0054] like Figure 1 As shown, the aircraft brake disc bench test device includes: a test bench base 9 and a direct drive power unit gantry assembly 6, a brake assembly 7 and a spindle 8 installed on the test bench base 9.

[0055] The direct drive power unit includes: a control console 1, an engine 2, a clutch 3 and a gearbox 4; the engine 2 is connected to the gearbox 4 through the clutch 3, and the gearbox 4 is connected to the brake assembly 7 through the coupling 5; the brake assembly 7 is installed on the spindle 8, and the gantry assembly 6 is installed on the outside of the brake assembly 7; the end of the spindle 8 is supported on the bracket 714 with a built-in torque sensor, and the bracket 714 is fixed to the test bench base 9. In addition, a control console 1 is also provided on the test bench base 9 to realize the control of the engine 2. That is, in this test device, the control console 1, engine 2, clutch 3, and gearbox 4 provide power and control for the test device; by adjusting the control parameters such as the throttle opening, engine speed, and gearbox gear, the output speed and power can be accurately controlled, and the output is displayed through the control console 1. This part can adopt mature fuel engine and gearbox control technology to realize reliable and low-cost energy output and control of the test device.

[0056] like Figure 2 As shown, the gantry assembly 6 includes: a gantry 601, a universal ball bearing base 602, a universal ball bearing 603 and a bottom support 604. The universal ball bearing 603 is a standard part that can rotate at the top (also the ball end), and a plurality of universal ball bearings 603 are evenly spaced and distributed along the circumference of the outer hub 702 of the brake assembly 7. The universal ball bearing 603 is supported on the gantry 601 or the bottom support 604 through the universal ball bearing base 602.

[0057] As an example, four universal ball bearing bases 602 are evenly spaced along the circumference of the outer wheel hub 702 in the brake assembly 7; the universal ball bearing bases 602 on the upper and left and right sides are mounted on the gantry 601, and the universal ball bearing base 602 on the lower side is mounted on the bottom support 604, and the bottom support 604 is mounted on the test bench base 9. The surface of the universal ball bearing base 602 facing the outer wheel hub 702 is an arc surface consistent with the arc shape of the outer circumference of the outer wheel hub 702, and three universal ball bearings 603 are evenly spaced along the circumference on the arc surface of each universal ball bearing base 602; the ball end of the universal ball bearing 603 contacts the outer wheel hub 702 in the brake assembly 7, and the friction force on the outer wheel hub 702 is greatly reduced by rolling; the fixed end of the universal ball bearing 603 is fixed to the universal ball bearing base 602.

[0058] like Figure 3 and Figure 4As shown, the brake assembly 7 includes: a brake disc to be monitored, an adapter 701, an outer hub 702, a torsion bar 703, a hydraulic seat 707, a torsion cylinder 708, a piston 709, a locating pin 710, a bushing 711, a tapered roller bearing 712 and a shaft end cover 713; the brake disc to be monitored includes at least an end disc 704, an outer key tooth disc 705 (a plurality of key teeth are evenly spaced on the upper edge of the outer circumference, and a keyway is provided between two adjacent key teeth) and an inner key tooth disc 706 (a plurality of key teeth are evenly spaced on the upper edge of the inner circumference, and a keyway is provided between two adjacent key teeth) which are coaxially arranged in sequence; the brake disc to be monitored may be more than one set.

[0059] One end of the adapter 701 is coaxially connected to the coupling 5 by screws, and the other end is fixed to the outer hub 702 by screws; the outer circumferential surface of the outer hub 702 is in contact with the universal ball bearing 603. The inner circumferential surface of the outer hub 702 is circumferentially distributed with torsion bars 703 (for force transmission) corresponding to the keyways on the outer key toothed disc 705. The torsion bars 703 are fixed to the outer hub 702 by bolts and are stuck in the keyways at the corresponding positions of the outer key toothed disc 705, so that the outer hub 702 and the outer key toothed disc 705 can rotate together.

[0060] One end of the spindle 8 is supported on the bracket 714 and fixed to the bracket 714 by bolts; the torque cylinder 708 is coaxially mounted on the outside of the spindle 8 and fixed to the hydraulic seat 707 by bolts; the end plate 704 is fixed to the torque cylinder 708 by the torque seat, and the inner keyway plate 706 is circumferentially fixed to the torque cylinder 708 by the keyway on the inner circumferential surface (specifically: on the outer circumferential surface of the torque cylinder 708, there are outer ribs corresponding to the keyways on the inner keyway plate 706, and the outer ribs are inserted into the keyways of the inner key tooth plate 706, so that they cannot rotate relative to each other). The hydraulic seat 707 is coaxially mounted on the outside of the spindle 8 and connected to the bracket 714 by the positioning pin 710 to transmit torque (so that the torque sensor on the bracket 714 can measure torque), so that the end plate 704, the inner keyway plate 706, the hydraulic seat 707 and the torque cylinder 708 cannot rotate relative to the spindle 8.

[0061] The outer hub 702 is supported at the other end of the spindle 8 by a tapered roller bearing 712, and the left and right sides of the inner ring of the tapered roller bearing 712 are clamped and positioned by the shaft end cover 713 and the shaft sleeve 711 respectively; wherein the shaft end cover 713 is arranged at the end of the spindle 8 and connected to the spindle 8 by screws, and the shaft sleeve 711 is coaxially sleeved on the outside of the spindle 8, with one end contacting the step surface on the spindle 8 and the other end contacting the inner ring of the tapered roller bearing 712.

[0062] like Figure 5As shown, on the end face of the hydraulic seat 707 facing the brake disc to be monitored, a number of pistons 709 are evenly spaced along the circumferential direction; the external hydraulic device controls the extension and contraction of the piston 709 through the oil passage in the hydraulic seat 707, thereby realizing hydraulic loading (the hydraulic seat 707 is used to fix the piston 709 and provide an oil passage; when pressurizing, the hydraulic oil is injected into the hydraulic seat 707 through the external hydraulic station and pressurizing system to pressurize the piston 709). When there is hydraulic loading, the piston 709 extends and presses against the end face of the inner key toothed disc 706. Since the end disc 704 is fixed on the torque cylinder 708, the brake discs are pressed against each other after loading, thereby generating a friction torque.

[0063] like Figure 6 As shown, the outer hub 702 is inserted into the keyway of the outer key toothed disc 705 through the torsion bar 703, and drives it to rotate simultaneously. A thermocouple can be arranged on the inner circular side of the outer key toothed disc 705 to measure the temperature of the brake disc during the test.

[0064] like Figure 7 As shown, the torque cylinder 708 is inserted into the keyway of the inner key toothed disc 706 through the outer ribs, so that it cannot rotate relative to the inner key toothed disc 706 (but the piston 709 can push the inner key toothed disc 706 to move axially when it is extended). A thermocouple can be arranged on the inner circular side of the inner key toothed disc 706 to measure the temperature of the brake disc during the test.

[0065] In the test, the torque sensor arranged at the end of the spindle 8 can measure the braking torque M f In addition, the hydraulic seat 707 can output the brake pressure p; the console 1 gives the output speed n, output power P 0 , output torque M 0 , to achieve control of engine 2.

[0066] During the working process, the inner key toothed disc 706 and the end disc 704 are fixed on the torque cylinder 708, and the torque cylinder 708 is connected to the hydraulic seat 707 and fixed to the bracket 714 through the spindle 8 and the positioning pin 710, and is in a stationary state during the working process; the engine 2 drives the outer hub 702 to rotate under the control of the control console 1, and drives the outer key toothed disc 705 through the torsion bar 703 connected to the outer hub 702, so that the outer key toothed disc 705 and the inner key toothed disc 706 and the end disc 704 rotate relative to each other.

[0067] Subsequently, the hydraulic seat 707 pushes the piston 709 outward, so that the outer key toothed disc 705 and the inner key toothed disc 706 and the end disc 704 are close to each other and generate a friction torque. When the friction torque is greater than the engine output torque, the outer key toothed disc 705 stops rotating and the brake is completed.

[0068] Test case 1: Given braking energy and braking speed

[0069] 1. Start the engine 2 (the clutch 3 is in the engaged state) to make the engine 2 reach a given output power; at this time, the outer hub 702 and the outer key gear plate 705 reach a given output speed;

[0070] 2. Hydraulic loading: the hydraulic seat 707 pushes the piston 709 outward to start braking, and records the required test data such as the braking pressure, speed (speed of the external key gear plate 705)-time curve, braking torque-time curve, output power-time curve, etc.;

[0071] 3. After the total energy (i.e., the target value of the braking energy absorbed by the brake disc, represented by the integral of the engine input power and time multiplied by the loss rate) reaches the predetermined braking energy, the clutch 3 is disconnected and the brake disc is stopped (i.e., the external key gear disc 705 stops rotating).

[0072] Test case 2: Given braking torque:

[0073] 1. In a stationary state, start the hydraulic device for hydraulic loading and record the brake pressure (brake pressure refers to the liquid pressure in the hydraulic seat and piston);

[0074] 2. Start the engine 2 (the clutch 3 is in the engaged state), make the outer hub 702 and the outer key toothed disc 705 reach the given output torque, or make the brake disc start to rotate relatively (due to the hydraulic loading, a certain static friction torque can be generated between the discs; only when the output torque is greater than the static friction torque, the inner and outer key toothed discs will rotate relatively), and record the test data such as the output torque-time curve;

[0075] 3. Disconnect the clutch and apply the brake disc.

[0076] By measuring the speed n, braking torque M f , output power P 0 The curves of changes in parameters such as brake disc temperature T over time can be used to calculate key performance parameters of the brake disc such as braking speed, deceleration rate, braking torque, braking energy, etc., providing a reliable basis for product performance calibration.

[0077] Although the present invention has been described in detail above by general description and specific embodiments, it is obvious to those skilled in the art that some modifications or improvements can be made to the present invention. Therefore, these modifications or improvements made without departing from the spirit of the present invention all belong to the scope of protection claimed by the present invention.

Claims

1. A direct-drive aircraft brake disc bench test device, characterized in that: include: A test bench base (9) and a direct drive force unit, a brake assembly (7), a spindle (8) and a sensor assembly mounted on the test bench base (9); The brake assembly (7) comprises: one or more brake discs to be monitored, an outer wheel hub (702), a torque cylinder (708), a hydraulic seat (707) and a piston (709); the brake disc to be monitored comprises an end disc (704), an outer key toothed disc (705) and an inner key toothed disc (706) which are coaxially arranged in sequence; The direct drive force unit is used to drive the outer wheel hub (702) to rotate, thereby driving the outer key toothed disc (705) to rotate; The end plate (704) is fixed to the spindle (8) via a torque cylinder (708), and the inner key toothed plate (706) is circumferentially fixed to the spindle (8) via the torque cylinder (708); the spindle (8) is supported and fixed on a bracket (714); On the end surface of the hydraulic seat (707) facing the inner key toothed disc (705), a plurality of pistons (709) are distributed along the circumferential direction. When hydraulic loading is applied, the pistons (709) extend out and press against the inner key toothed disc (705); The sensor assembly comprises a torque sensor arranged at the end of the spindle (8) for measuring the braking torque.

2. The direct-drive aircraft brake disc bench test device according to claim 1, characterized in that: The outer wheel hub (702) is connected to the direct drive power unit via an adapter (701); Torsion bars (703) corresponding to keyways on the external key toothed disc (705) are distributed along the circumferential direction on the inner circumferential surface of the external wheel hub (702); the torsion bars (703) are fixed to the external wheel hub (702) and are clamped in keyways at corresponding positions of the external key toothed disc (705), so that the external key toothed disc (705) can rotate together with the external wheel hub (702).

3. The direct-drive aircraft brake disc bench test device according to claim 1, characterized in that: The torque cylinder (708) is coaxially sleeved on the outside of the spindle (8) and fixed to the hydraulic seat (707); The end plate (704) is fixed to the torque cylinder (708) via a torque seat; The outer circumferential surface of the torque cylinder (708) is provided with external ribs corresponding to the keyways on the inner keyway disk (706), and the external ribs are inserted into the keyways of the inner keyway disk (706) to achieve circumferential fixation with the torque cylinder (708); The hydraulic seat (707) is coaxially sleeved on the outside of the spindle (8) and connected to the bracket (714); The outer hub (702) is supported on the spindle (8) via a tapered roller bearing (712).

4. The direct-drive aircraft brake disc bench test device according to any one of claims 1 to 3, characterized in that: A gantry assembly (6) is installed outside the brake assembly (7); The gantry assembly (6) comprises: a gantry, a universal ball bearing base, a universal ball bearing and a bottom support; a plurality of universal ball bearings are evenly distributed at intervals in the circumference of the outer wheel hub of the brake assembly (7); the universal ball bearing is supported on the gantry or the bottom support via the universal ball bearing base; and the ball end of the universal ball bearing is in contact with the outer wheel hub.

5. The direct-drive aircraft brake disc bench test device according to any one of claims 1 to 3, characterized in that: The direct drive power unit comprises: a control console (1), an engine (2), a clutch (3) and a gearbox (4); The engine (2) is connected to a gearbox (4) via a clutch (3), and the gearbox (4) is connected to a brake assembly (7) via a coupling (5).

6. The direct-drive aircraft brake disc bench test device according to any one of claims 1 to 3, characterized in that: The sensor assembly further comprises a temperature sensor arranged on the outer key toothed disc (705) and the inner key toothed disc (706) for measuring the temperature of the brake disc.

7. A direct-drive aircraft brake disc test method, using the direct-drive aircraft brake disc bench test device according to any one of claims 1 to 6, characterized in that: When testing at a given braking energy and braking speed: Firstly, the direct drive power unit is started to make the direct drive power unit reach a given output power, at which time the outer wheel hub (702) and the outer key toothed disc (705) reach a given output speed; Then, hydraulic loading is performed, and the hydraulic seat (707) pushes the piston (709) outward to start braking, and the test data is recorded; the test data includes: braking pressure, speed-time curve, braking torque-time curve, and output power-time curve; After the total energy reaches the predetermined braking energy, the direct drive power unit is disconnected and the brake disc is stopped.

8. A direct-drive aircraft brake disc test method, using the direct-drive aircraft brake disc bench test device according to any one of claims 1 to 6, characterized in that: When testing with a given braking torque: First, in a stationary state, hydraulic loading is performed and the brake pressure is recorded; Then, the direct drive power unit is started to make the outer wheel hub (702) and the outer key toothed disc (705) reach a given output torque, or the brake disc starts to rotate relatively, and the output torque-time curve is recorded as test data; Disconnect the direct drive power unit and stop the brake disc.

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