Aircraft brake durability experiment device

Abstract

The invention provides an aircraft brake durability experiment device, and relates to the field of aircraft brake experiments. The airplane brake durability experiment device comprises a test bench, and further comprises a simulation airplane wheel assembly, a balance assembly and a test assembly which are installed on the test bench, the test assembly is located between the simulation airplane wheel assembly and the balance assembly, and the simulation airplane wheel assembly and the balance assembly jointly act on the test assembly. The test assembly comprises a protective cover fixedly installed on the test bench. According to the airplane brake durability experimental device, the testing assembly is arranged, the braking effect is tested, friction pairs can be increased or decreased at will, and the rotating speed is not affected, so that the testing efficiency is higher, the simulated airplane wheel assembly is arranged, the motor drives the large-mass inertia flywheel to rotate, and when the large-mass inertia flywheel reaches the extremely high rotating speed, the testing efficiency is improved. And the tire can rotate along with the high-speed rotating shaft A at the same time, so that the actual operation state of the aircraft wheel can be simulated.

Description

Technical Field

[0001] The present invention relates to the field of aircraft brake experiments, and particularly to an aircraft brake durability experiment device. Background Technique

[0002] At present, the aircraft used in civil aviation in China are mainly imported models such as Airbus A320, A319, A321 and Boeing B757, B767, etc. In recent years, several large A330, A340, etc. have been imported. In recent years, China has made great progress in the localization of civil aircraft carbon discs. There has been progress in the domestic substitution of imported carbon brake discs for all aircraft. During the research and development process, the dynamic test of the brake device is the main means to identify the performance before installation and flight test. With the rapid development of China's aviation transportation industry and the continuous expansion of the fleet size, there is an urgent need for corresponding maintenance services. The carbon brake disc is an important maintenance part and has a large demand. According to the regulations of the Civil Aviation Administration of China on the type approval of domestic carbon discs (replacement parts) for transport aircraft, in order to ensure that domestic parts meet the requirements of relevant airworthiness regulations and meet the expected use requirements of the aircraft, it is necessary to conduct comparison tests between domestic parts and the original manufacturer's samples. These tests need to be implemented and measured on an inertia bench. The data required for the test includes load, energy, brake application speed, brake deceleration rate, kinetic energy absorbed by a single brake, etc. It goes without saying that the kinetic energy absorbed by a single brake is one of the important parameters.

[0003] The aircraft brake assembly includes a carbon brake disc and a heat sink. The carbon brake disc (also known as the "carbon disc") is disc-shaped and installed in the middle of the brake device. It consists of a number of static discs and dynamic discs arranged alternately. Its function is to generate a braking torque and absorb the braking kinetic energy. For a typical carbon brake device, the carbon disc assembly or the carbon brake disc assembly that rubs against each other is usually called a heat sink. During operation, kinetic energy is converted into heat energy, so it is called a heat sink. The heat sink and its accessories together form a brake device. A pair of friction couples (carbon discs) that rub against each other is called a friction surface.

[0004] During the research and development process of the aircraft brake device, the bench test refers to the ground test item that is closest to the actual use conditions. It uses the physical assembly as the test object and conducts experiments on the bench "inertia bench". The whole process of this simulation test is the bench test. The simulation of the actual use conditions in the bench test is carried out on a brake device dynamic test bench (often simply referred to as the "inertia bench" by technicians in this industry).

[0005] In traditional experiments, generally, the friction curves between multiple groups of static discs and dynamic discs are tested. As the experiment progresses, it is necessary to frequently increase or decrease the number of static discs and dynamic discs in order to obtain different braking force change curves. However, if there are too many static discs and dynamic discs, it is very inconvenient to frequently increase or decrease them for such large-scale experiments. The test components need to maintain high kinetic energy and high rotational speed. Each time of increasing or decreasing requires the machine to stop, resulting in a significant reduction in the experimental efficiency. Summary of the Invention

[0006] In view of the deficiencies of the prior art, the present invention provides an aircraft brake durability test device, which solves the problems raised in the above background art.

[0007] To achieve the above objectives, the present invention is realized through the following technical solutions: An aircraft brake durability test device includes a test bench, and also includes a simulated aircraft wheel assembly, a balance assembly, and a test assembly installed on the test bench. The test assembly is located between the simulated aircraft wheel assembly and the balance assembly, and the two act on the test assembly together; The test assembly includes a protective cover fixedly installed on the test bench. There are several heat reservoirs in the protective cover. It also includes an input shaft that passes through the protective cover and is rotatably connected thereto. It further includes a friction test mechanism with the same number as the heat reservoirs. The friction test mechanisms are all installed on the input shaft and are located in the corresponding heat reservoirs; The friction test mechanism includes a moving disk, a static disk, double piston brakes A and double piston brakes B. The center of the moving disk is installed on the input shaft using a bearing. There are two static disks, which are located on the left and right sides of the moving disk. There are two sets of double piston brakes A, and the number of each set is two. Each set of double piston brakes A acts on one static disk respectively. The double piston brakes A are fixed to the inner wall of the heat reservoir. There are two double piston brakes B, which are respectively located on the left and right sides of one moving disk. Any one of the double piston brakes B is fixed to the two double piston brakes A of one set; The friction test mechanism also includes two moving disk connection components, which are respectively located on both sides of the moving disk. The two double piston brakes B act on the two moving disk connection components respectively to connect the power between the input shaft and the moving disk.

[0008] Preferably, the moving disk connection component includes a gear ring, a slip ring, a radial sliding bearing, a spring, and a fixing ring. The gear ring is fixedly sleeved on the input shaft, and one end thereof is close to the bearing of the moving disk. The slip ring is sleeved on the gear ring, and the inner ring of the slip ring cooperates with the outer ring of the gear ring. The slip ring can slide relative to the gear ring, and the sliding direction is along the axial direction of the input shaft. The fixing ring is fixed to the end of the gear ring away from the moving disk. One side of the radial sliding bearing is fixed to the slip ring, and the other side faces the fixing ring. The spring is sleeved outside the gear ring and is located between the fixing ring and the slip ring. The two ends of the spring are respectively fixed to the fixing ring and the slip ring; The output end of the double piston brake B acts on the radial sliding bearing.

[0009] Preferably, annular grooves are provided at the centers of both sides of the moving disk. A circle of equally spaced card slots is provided in the annular grooves. A circle of insertion blocks is fixedly installed on the side of the slip ring close to the moving disk. The insertion blocks cooperate with the card slots. The double piston brake B causes the radial sliding bearing to enable the slip ring to approach the moving disk, and then the insertion blocks can be inserted into the card slots. At this time, the spring is in a stretched state.

[0010] Preferably, the simulated aircraft wheel assembly includes a V-shaped double-sided bracket A, a high-speed rotating shaft A, a large-mass inertia flywheel, a motor, a belt pulley, and a tire. There are two V-shaped double-sided brackets A which are fixed on the test bench. The high-speed rotating shaft A passes through the two V-shaped double-sided brackets A and is rotatably connected to them. The large-mass inertia flywheel is located between the two V-shaped double-sided brackets A and is fixedly sleeved on the high-speed rotating shaft A. One end of the high-speed rotating shaft A is connected to the input shaft by a coupling, and the other end of the high-speed rotating shaft A is connected to the center of the hub shaft of the tire. The belt pulley is fixed on the high-speed rotating shaft A, the motor is fixed on the test bench, and the motor is connected to the belt pulley by a belt for transmission.

[0011] Preferably, the balancing assembly includes a V-shaped double-sided bracket B and a high-speed rotating shaft B. The high-speed rotating shaft B is connected to the end of the input shaft away from the high-speed rotating shaft A. There are two V-shaped double-sided brackets B, and both are fixed to the test bench. The high-speed rotating shaft B passes through the two V-shaped double-sided brackets B and is rotatably connected to them.

[0012] Preferably, the protective cover is provided with openings for heat dissipation at both the top and the bottom.

[0013] Preferably, the diameter of the moving disk is larger than the diameters of the two static disks. The static disks are of an annular structure, and the slip ring can pass through the center of the static disks.

[0014] Compared with the prior art, the present invention has the following beneficial effects: 1. For this aircraft brake durability test device, by setting up the test assembly, when the input shaft rotates at a high speed, all the double-piston brakes B are controlled to exert force, so that the slip ring presses tightly against the moving disk. At this time, the rotation of the input shaft can drive all the moving disks to rotate. After reaching a certain rotational speed, the double-piston brake A is controlled to exert force, so that the static disks can clamp the moving disks to brake and decelerate the input shaft, thereby realizing the test of the braking effect. During the test, by controlling the double-piston brake B to release force, one or more slip rings can be released, so that the number of rotating moving disks is reduced. In this way, the braking curves of different numbers of friction pairs can be tested during the test, and the friction pairs can be increased or decreased at will without affecting the rotational speed. Therefore, the test efficiency is higher.

[0015] 2. For this aircraft brake durability test device, by setting up the simulated aircraft wheel assembly, the motor drives the large-mass inertia flywheel to rotate. When the large-mass inertia flywheel reaches an extremely high rotational speed, it has a large kinetic energy. The tire is set to rotate simultaneously with the high-speed rotating shaft A, so the actual operating state of the aircraft wheel can be simulated.

[0016] 3. For this aircraft brake durability test device, by setting up the balancing assembly, the motor and the large-mass inertia flywheel can be reinstalled for the second time in the balancing assembly to achieve double-kinetic-energy rotation. Therefore, the experimental requirements for aircraft brakes with large kinetic energy can be simulated. Description of the Drawings

[0017] Figure 1 is a schematic structural diagram of the present invention; Figure 2 is a front view of the structure of the present invention; Figure 3 is a schematic structural diagram of the simulated aircraft wheel assembly of the present invention; Figure 4 is a disassembled structural diagram of the simulated aircraft wheel assembly of the present invention; Figure 5 is a schematic structural diagram of the test component of the present invention; Figure 6 is a top view of the structure of the test component of the present invention; Figure 7 is a schematic structural diagram of the friction test mechanism of the present invention; Figure 8 is a schematic structural diagram of the moving disk and moving disk connection assembly of the present invention; Figure 9 For the present invention Figure 8 is an enlarged structural view of the position A in; Figure 10 is a disassembled structural diagram of the moving disk connection assembly of the present invention.

[0018] In the figure: 1. Test test bench; 2. Simulated aircraft wheel assembly; 201. V-shaped two-way bracket A; 202. High-speed rotating shaft A; 203. Large mass inertia flywheel; 204. Motor; 205. Belt pulley; 206. Tire; 207. Belt; 3. Balancing assembly; 301. V-shaped two-way bracket B; 302. High-speed rotating shaft B; 4. Test component; 401. Protective cover; 402. Heat reservoir; 403. Input shaft; 404. Friction test mechanism; 4041. Moving disk; 4042. Static disk; 4043. Double-piston brake A; 4044. Double-piston brake B; 4045. Moving disk connection assembly; 40451. Tooth ring; 40452. Slip ring; 40453. Radial sliding bearing; 40454. Spring; 40455. Fixed ring; 40456. Ring groove; 40457. Card slot; 40458. Insert block; 405. Opening. Detailed implementation manners

[0019] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts belong to the scope of protection of the present application.

[0020] It should be noted that all the directional indications in the embodiments of the present application are only used to explain the relative positional relationship and movement conditions between components in a specific posture. If this specific posture changes, the directional indication will also change accordingly.

[0021] In the present application, unless otherwise clearly defined and limited, terms such as "connection" and "fixation" should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components or the interaction relationship between two components, unless otherwise clearly limited. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0022] In addition, in the present application, descriptions such as "first" and "second" are only for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the quantity of the indicated technical features. Thus, features defined with "first" and "second" can explicitly or implicitly include at least one of such features. In addition, the technical solutions between various embodiments can be combined with each other, but it must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by the present application.

[0023] As Figures 1-10 shown, an aircraft brake durability test device includes a test bench 1, and further includes a simulated aircraft wheel assembly 2, a balance assembly 3, and a test assembly 4 installed on the test bench 1. The test assembly 4 is located between the simulated aircraft wheel assembly 2 and the balance assembly 3, and the two jointly act on the test assembly 4.

[0024] The test assembly 4 includes a protective cover 401 fixedly installed on the test bench 1. A number of heat reservoirs 402 are provided inside the protective cover 401. It further includes an input shaft 403 that passes through the protective cover 401 and is rotatably connected thereto. It also includes a number of friction test mechanisms 404 that are the same as the number of heat reservoirs 402. The friction test mechanisms 404 are all installed on the input shaft 403 and are located in the corresponding heat reservoirs 402.

[0025] The friction test mechanism 404 includes a moving disk 4041, a stationary disk 4042, a double-piston brake A 4043, and a double-piston brake B 4044. The center of the moving disk 4041 is mounted on the input shaft 403 using a bearing. There are two stationary disks 4042, which are located on the left and right sides of the moving disk 4041. There are two sets of double-piston brakes A 4043, with two in each set. Each set of double-piston brakes A 4043 acts on one stationary disk 4042 respectively. The double-piston brake A 4043 is fixed to the inner wall of the heat reservoir 402. There are two double-piston brakes B 4044, which are located on the left and right sides of one moving disk 4041 respectively. Any one of the double-piston brakes B 4044 is fixed to the two double-piston brakes A 4043 in one set.

[0026] The friction test mechanism 404 further includes two moving disk connection components 4045, which are located on both sides of the moving disk 4041 respectively. The two double-piston brakes B 4044 act on the two moving disk connection components 4045 respectively to connect the power between the input shaft 403 and the moving disk 4041.

[0027] The test bench 1 is made of steel plates. The test bench 1 needs to have the foundation layout prepared in advance in the workshop. Concrete needs to be poured at the bottom and leveling treatment needs to be done. Then, the test bench 1 is stably connected to the foundation using steel bars and bolts. It needs to be calibrated and maintained daily to ensure the accuracy of the sensors and equipment. The repeatability of the test results also needs to be guaranteed, and each test needs to be strictly controlled to avoid interference from external factors.

[0028] The protective cover 401 is made of high-strength composite metal materials, such as aerospace titanium plates, to prevent the housing from being broken by the broken brake disk. Bearings and shaft seals are installed at the connection between the input shaft 403 and the end face of the protective cover 401.

[0029] Both the stationary disk 4042 and the moving disk 4041 are carbon brake disks, also known as carbon disks, integrated with temperature sensors (capable of measuring 1000°C+). The structures of the double-piston brake A 4043 and the double-piston brake B 4044 are the same, but their specifications are different. The output pressure of the double-piston brake B 4044 is less than that of the double-piston brake A 4043. Both of them include an external housing, and use a double-piston type. The double-piston brake A 4043 can also be replaced with multiple pistons, or even replaced with 8 pistons. The material is selected as high-strength steel or titanium alloy (pressure resistance ≥ 3000 psi). The external housing is used to accommodate all components and bear the braking torque. The material is still selected as titanium alloy (integrated with cooling air ducts). And each double-piston brake A 4043 and double-piston brake B 4044 is provided with a separate hydraulic interface for separate computer control.

[0030] The device also integrates a data acquisition system, which uses high-precision sensors to detect torque, temperature, pressure, and rotational speed, and the sampling rate should be no less than 1 KHz. An external infrared thermal imager is installed on the protective cover 401 to detect the temperature field distribution.

[0031] The moving disk connection component 4045 includes a gear ring 40451, a slip ring 40452, a radial sliding bearing 40453, a spring 40454, and a fixing ring 40455. The gear ring 40451 is fixedly sleeved on the input shaft 403, and one end of it is close to the bearing of the moving disk 4041. The slip ring 40452 is sleeved on the gear ring 40451, and the inner ring of the slip ring 40452 is matched with the outer ring of the gear ring 40451. The slip ring 40452 can slide relative to the gear ring 40451, and the sliding direction is along the axial direction of the input shaft 403. The fixing ring 40455 is fixed on the end of the gear ring 40451 away from the moving disk 4041. One side of the radial sliding bearing 40453 is fixed to the slip ring 40452, and the other side faces the fixing ring 40455. The spring 40454 is sleeved outside the gear ring 40451 and is located between the fixing ring 40455 and the slip ring 40452. The two ends of the spring 40454 are respectively fixed to the fixing ring 40455 and the slip ring 40452; The output end of the double-piston brake B4044 acts on the radial sliding bearing 40453.

[0032] The gear ring 40451 is fixedly connected to the input shaft 403 by internal bolts. The contact position between the slip ring 40452 and the gear ring 40451 is lubricated with grease. The radial sliding bearing 40453 is used to resist axial pressure and can still achieve a rotating effect under extrusion. The radial sliding bearing 40453 is a mechanical component that supports radial loads through sliding friction and is widely used in scenarios with low speed, high load, or the need to withstand impact and vibration.

[0033] Ring grooves 40456 are provided at the centers of both sides of the moving disk 4041. A circle of equally spaced card slots 40457 are provided in the ring grooves 40456. A circle of insertion blocks 40458 is fixedly installed on the side of the slip ring 40452 close to the moving disk 4041. The insertion blocks 40458 are matched with the card slots 40457. The double-piston brake B4044 causes the radial sliding bearing 40453 to enable the slip ring 40452 to approach the moving disk 4041, and then the insertion blocks 40458 can be inserted into the card slots 40457. At this time, the spring 40454 is in a stretched state.

[0034] Since the moving disk 4041 is connected to the input shaft 403 by a bearing, when the input shaft 403 drives the moving disk 4041 to rotate, the resistance received is small. Therefore, the friction time between the slip ring 40452 and the moving disk 4041 is short. After friction occurs, it can basically drive the moving disk 4041 to rotate.

[0035] The simulated aircraft wheel assembly 2 includes a V-shaped two-way bracket A201, a high-speed rotating shaft A202, a large-mass inertia flywheel 203, a motor 204, a belt pulley 205, and a tire 206. There are two V-shaped two-way brackets A201 which are fixed on the test bench 1. The high-speed rotating shaft A202 passes through the two V-shaped two-way brackets A201 and is rotatably connected to them. The large-mass inertia flywheel 203 is located between the two V-shaped two-way brackets A201 and is fixedly sleeved on the high-speed rotating shaft A202. One end of the high-speed rotating shaft A202 is connected to the input shaft 403 by a coupling. The other end of the high-speed rotating shaft A202 is connected to the hub shaft center of the tire 206. The belt pulley 205 is fixed on the high-speed rotating shaft A202. The motor 204 is fixed on the test bench 1, and the motor 204 is drivingly connected to the belt pulley 205 by a belt 207.

[0036] The motor 204 can be replaced by a hydraulic motor. It is necessary to drive the high-speed rotating shaft A202 to rotate to simulate a speed above 400 KM / h. The tire 206 is used to simulate the actual situation or test the wind resistance coefficient. The large-mass inertia flywheel 203 is relatively heavy, with a weight basically in the ton range, and it is necessary to simulate the large kinetic energy of aircraft braking.

[0037] The balance assembly 3 includes a V-shaped two-way bracket B301 and a high-speed rotating shaft B302. The high-speed rotating shaft B302 is connected to the end of the input shaft 403 far from the high-speed rotating shaft A202. There are two V-shaped two-way brackets B301, and both are fixed to the test bench 1. The high-speed rotating shaft B302 passes through the two V-shaped two-way brackets B301 and is rotatably connected to them.

[0038] The balance assembly 3 is used for secondary installation of the motor 204 and the large-mass inertia flywheel 203, which can further increase the kinetic energy and simulate the braking of an aircraft with large kinetic energy.

[0039] Openings 405 for heat dissipation are provided both above and below the protective cover 401.

[0040] The equipment also includes a cooling system. The openings 405 are used for air cooling, and a liquid cooling channel also needs to be set up to control heat accumulation.

[0041] The diameter of the moving disk 4041 is larger than the diameters of the two static disks 4042. The static disks 4042 are of annular structure, and the slip ring 40452 can pass through the center of the static disks 4042.

[0042] In use, the motor 204 rotates to drive the high-speed rotating shaft A 202 to rotate. Gradually increasing the rotational speed of the motor 204 can achieve the high-speed rotation of the large-mass inertia flywheel 203 until the large-mass inertia flywheel 203 reaches the ideal rotational speed or the rotational speed simulating the real aircraft landing. During the process of increasing the rotational speed of the high-speed rotating shaft A 202, the input shaft 403 also rotates simultaneously with the high-speed rotating shaft A 202. However, all the double-piston brakes B 4044 need to be released so that any one of the moving disks 4041 does not rotate following the input shaft 403, thereby ensuring that when the rotational speed of the large-mass inertia flywheel 203 increases, the resistance brought by it is small enough to avoid overloading the power system. After the rotational speed of the large-mass inertia flywheel 203 increases, all the double-piston brakes B 4044 are pressured, so that the slip rings 40452 can be pressured to fit the moving disks 4041, and the two slip rings 40452 can clamp the moving disks 4041 under the hydraulic action. Because the insertion blocks 40458 and the card slots 40457 are provided, the input shaft 403 and the moving disks 4041 can rotate synchronously. After reaching the test rotational speed, controlling the double-piston brake A 4043 to exert force can make the static disk 4042 clamp the moving disk 4041 to brake and decelerate the input shaft 403. At this time, the braking curve can be measured and the curve graph can be drawn. Then it is lifted to the test rotational speed again, and a group of double-piston brakes B 4044 are released. Under the reaction force of the spring 40454, the slip rings 40452 leave the moving disks 4041. Since the moving disks 4041 are connected to the input shaft 403 by bearings and there is no direct connection, the moving disks 4041 will lose the power connection and gradually reduce the rotational speed. Measuring the double-piston brake A 4043 clamping again, the braking curve after reducing a set of friction pairs can be measured. Then continue the above process, gradually reducing the number of friction pairs, measuring different braking curves, and it can be obtained that under the same conditions, how many friction pairs can achieve effective braking or maximize the braking utilization.

[0043] In the description of this specification, the descriptions referring to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine the different embodiments or examples described in this specification.

[0044] In addition, the technical solutions between various embodiments can be combined with each other, provided that they can be implemented by those of ordinary skill in the art. When the combination of technical solutions leads to contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0045] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An aircraft brake durability test device, comprising a test bench (1), characterized in that: It further includes a simulated aircraft wheel assembly (2), a balancing assembly (3), and a testing assembly (4) installed on the test bench (1). The testing assembly (4) is located between the simulated aircraft wheel assembly (2) and the balancing assembly (3), and the two act on the testing assembly (4) together; The testing assembly (4) includes a protective cover (401) fixedly installed on the test bench (1). A number of heat reservoirs (402) are provided inside the protective cover (401). It further includes an input shaft (403) that passes through the protective cover (401) and is rotatably connected thereto. It also includes a plurality of friction testing mechanisms (404) capable of power interruption. The friction testing mechanisms (404) are all installed on the input shaft (403) and are located in the corresponding heat reservoirs (402). The plurality of friction testing mechanisms (404) can change the number of participants and are used to test the braking performance.

2. The aircraft brake durability test device according to claim 1, characterized in that: The friction testing mechanism (404) includes a moving disk (4041), a stationary disk (4042), a double-piston brake A (4043), and a double-piston brake B (4044). The center of the moving disk (4041) is installed on the input shaft (403) using a bearing. The stationary disk (4042) is located on the left and right sides of the moving disk (4041). There are two groups of double-piston brakes A (4043), and each group of double-piston brakes A (4043) acts on one stationary disk (4042) respectively. The double-piston brake A (4043) is fixed to the inner wall of the heat reservoir (402). There are two double-piston brakes B (4044), which are respectively located on the left and right sides of one moving disk (4041). Any one of the double-piston brakes B (4044) is fixed to the two double-piston brakes A (4043) in one group.

3. The aircraft brake durability test device according to claim 2, wherein: The friction testing mechanism (404) further includes two moving disk connection components (4045), which are respectively located on both sides of the moving disk (4041). The two double-piston brakes B (4044) act on the two moving disk connection components (4045) respectively to connect the power between the input shaft (403) and the moving disk (4041).

4. The aircraft brake durability test device according to claim 3, characterized in that: The movable disk connection assembly (4045) comprises a gear ring (40451), a slip ring (40452), a radial sliding bearing (40453), a spring (40454) and a fixed ring (40455). The gear ring (40451) is fixedly sleeved on the input shaft (403), with one end of the gear ring close to the bearing of the movable disk (4041). The slip ring (40452) is sleeved on the gear ring (40451). The inner ring of the slip ring (40452) cooperates with the outer ring of the gear ring (40451). The slip ring (40452) can slide relative to the gear ring (40451). The sliding direction is along the axial direction of the input shaft (403); the fixed ring (40455) is fixed to the end of the gear ring (40451) away from the movable plate (4041); one side of the radial sliding bearing (40453) is fixed to the slip ring (40452) and the other side faces the fixed ring (40455); the spring (40454) is sleeved outside the gear ring (40451) and is located between the fixed ring (40455) and the slip ring (40452); and the two ends of the spring (40454) are respectively fixed to the fixed ring (40455) and the slip ring (40452); The output end of the dual-piston brake B (4044) acts on the radial sliding bearing (40453).

5. The aircraft brake durability test device according to claim 4, characterized in that: The simulated aircraft wheel assembly (2) comprises a V-shaped bidirectional bracket A (201), a high-speed rotating shaft A (202), a large-mass inertia flywheel (203), a motor (204), a pulley (205) and a tire (206). Two V-shaped bidirectional brackets A (201) are provided and fixed on the test bench (1). The high-speed rotating shaft A (202) passes through the two V-shaped bidirectional brackets A (201) and is rotatably connected to the two. The large-mass inertia flywheel (203) is located between the two V-shaped bidirectional brackets A (201). The high-speed rotating shaft A (202) is fixedly mounted between the bracket A (201), one end of the high-speed rotating shaft A (202) is connected to the input shaft (403) by a coupling, the other end of the high-speed rotating shaft A (202) is connected to the center of the hub shaft of the tire (206), the pulley (205) is fixed to the high-speed rotating shaft A (202), the motor (204) is fixed to the test bench (1), and the motor (204) is connected to the pulley (205) by a belt (207).

6. The aircraft brake durability test device according to claim 5, characterized in that: The balancing assembly (3) comprises a V-shaped bidirectional bracket B (301) and a high-speed rotating shaft B (302). The high-speed rotating shaft B (302) is connected to an end of the input shaft (403) away from the high-speed rotating shaft A (202). Two V-shaped bidirectional brackets B (301) are provided and are both fixed to the test bench (1). The high-speed rotating shaft B (302) passes through the two V-shaped bidirectional brackets B (301) and is rotatably connected thereto.

7. The aircraft brake durability test device according to claim 4, characterized in that: Ring grooves (40456) are provided at the centers of both sides of the moving disk (4041). A circle of card slots (40457) evenly distributed at equal intervals are provided in the ring grooves (40456). A circle of insertion blocks (40458) are fixedly installed on the side of the slip ring (40452) close to the moving disk (4041). The insertion blocks (40458) are matched with the card slots (40457). The double-piston brake B (4044) prompts the radial sliding bearing (40453) to enable the slip ring (40452) to approach the moving disk (4041). Furthermore, the insertion blocks (40458) can be inserted into the card slots (40457). At this time, the spring (40454) is in a stretched state.

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