An aircraft brake durability test device

Abstract

The present invention provides an aircraft brake durability test device, which relates to the field of aircraft brake testing. The 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 together act on the test assembly. The test assembly includes a protective cover fixedly installed on the test bench. The aircraft brake durability test device achieves a braking effect test by setting a test assembly. The friction pair can be increased or decreased at will without affecting the rotation speed, thereby increasing the test efficiency. By setting a simulated aircraft wheel assembly, a large-mass inertia flywheel is driven to rotate by a motor. When the large-mass inertia flywheel reaches an extremely high rotation speed, it has a large kinetic energy. The tire is set so that it can rotate simultaneously with the high-speed rotating shaft A, thereby simulating the actual operation state of the aircraft wheel.

Description

Technical Field

[0001] The invention relates to the field of aircraft brake tests, in particular to an aircraft brake durability test device. Background Art

[0002] Currently, China's civil aviation fleet primarily imports Airbus A320, A319, and A321 models, as well as Boeing B757 and B767 models. In recent years, several larger aircraft, such as the A330 and A340, have also been imported. In recent years, my country has made significant progress in the localization of carbon brake discs for civil aircraft, with progress already being made in replacing imported carbon brake discs for all aircraft. During the development process, dynamic testing of brake systems is a key performance evaluation tool prior to installation and flight testing. With the rapid development of my country's air transport industry and the continuous expansion of its fleet, there is an urgent need for appropriate maintenance services. Carbon brake discs are a key maintenance component, and demand is high. According to the Civil Aviation Administration of China's regulations for the certification of domestically produced (replacement) carbon brake discs for transport aircraft, to ensure that domestically produced parts comply with relevant airworthiness regulations and meet the aircraft's intended operating requirements, comparison tests must be conducted against original manufacturer samples. These tests are conducted and measured on an inertia test bench. The data required for the test include load, energy, braking speed, braking deceleration rate, kinetic energy absorbed by the first brake, etc.; it goes without saying that the kinetic energy absorbed by the first brake is one of the important parameters.

[0003] Aircraft brake assemblies consist of carbon brake discs and heat reservoirs. These discs (also called "carbon discs") are disc-shaped and mounted in the center of the brake assembly. They consist of several staggered static and dynamic discs, generating braking torque and absorbing braking kinetic energy. In a typical carbon brake assembly, the carbon disc assembly or assembly that rubs against each other is often referred to as the heat reservoir. The heat reservoir and its accessories together form the brake assembly, and the pair of friction components (carbon discs) rubbing against each other is called a friction surface.

[0004] During aircraft brake system development, bench testing is the ground-based testing program that most closely resembles operational conditions. It uses the actual assembly as the test subject and is conducted on an inertia test bench. The entire process of this simulated testing is referred to as bench testing. The simulated operational conditions of bench testing are conducted on a brake system dynamic test bench (often referred to simply as the "inertia test bench" by industry professionals).

[0005] In traditional experiments, friction curves between multiple sets of static and dynamic discs are generally tested. As the experiment progresses, the number of static and dynamic discs needs to be frequently increased or decreased in order to obtain different braking force change curves. However, with too many static and dynamic discs, frequent additions or reductions are very inconvenient for such large-scale experiments. The test components need to maintain high kinetic energy and high speed, and each increase or decrease requires shutdown, which greatly reduces the experimental efficiency. Summary of the Invention

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

[0007] To achieve the above objectives, the present invention is implemented through the following technical solutions: an aircraft brake durability test device, comprising a test bench, and also comprising a simulated aircraft wheel assembly, a balancing assembly, and a test assembly mounted on the test bench, wherein the test assembly is located between the simulated aircraft wheel assembly and the balancing assembly, and the two balancing assembly act together on the test assembly;

[0008] The test assembly includes a protective cover fixedly mounted on the test bench, with a plurality of heat reservoirs disposed in the protective cover, an input shaft passing through the protective cover and rotatably connected thereto, and the same number of friction test mechanisms as the heat reservoirs, each of the friction test mechanisms being mounted on the input shaft and located in a corresponding heat reservoir;

[0009] The friction testing mechanism includes a dynamic disc, a static disc, a dual-piston brake A and a dual-piston brake B. The center of the dynamic disc is mounted on the input shaft using a bearing. Two static discs are provided and are located on the left and right sides of the dynamic disc. Two groups of dual-piston brakes A are provided, each group has two, and each group of dual-piston brakes A acts on one static disc respectively. The dual-piston brakes A are fixed to the inner wall of the heat storage. Two dual-piston brakes B are provided, one on the left and one on the left sides of a dynamic disc. Any dual-piston brake B is fixed to a group of two dual-piston brakes A.

[0010] The friction testing mechanism further includes two movable disc connection assemblies, which are located on both sides of the movable disc. Two double-piston brakes B act on the two movable disc connection assemblies respectively to connect the power between the input shaft and the movable disc.

[0011] Preferably, the movable disc connection assembly includes a gear ring, a slip ring, a radial sliding bearing, a spring and a fixed ring. The gear ring is fixedly sleeved on the input shaft, with one end of the gear ring close to the bearing of the movable disc. 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 fixed ring is fixed to the end of the gear ring away from the movable disc. One side of the radial sliding bearing is fixed to the slip ring, and the other side faces the fixed ring. The spring is sleeved outside the gear ring and is located between the fixed ring and the slip ring. The two ends of the spring are respectively fixed to the fixed ring and the slip ring.

[0012] The output end of the double-piston brake B acts on a radial sliding bearing.

[0013] Preferably, an annular groove is provided at the center of both sides of the movable disk, and a circle of equally spaced grooves is provided in the annular groove. A circle of insert blocks is fixedly installed on the side of the slip ring close to the movable disk, and the insert blocks cooperate with the grooves. The double-piston brake B prompts the radial sliding bearing to bring the slip ring close to the movable disk, and then the insert blocks can be inserted into the grooves. At this time, the spring is in a stretched state.

[0014] Preferably, the simulated aircraft wheel assembly includes a V-shaped bidirectional bracket A, a high-speed rotating shaft A, a large-mass inertia flywheel, a motor, a pulley and a tire. Two V-shaped bidirectional brackets A are provided and fixed on a test bench. The high-speed rotating shaft A passes through the two V-shaped bidirectional brackets A and is rotationally connected to the two. The large-mass inertia flywheel is located between the two V-shaped bidirectional 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 pulley is fixed on the high-speed rotating shaft A, and the motor is fixed on the test bench. The motor is connected to the pulley by a belt transmission.

[0015] Preferably, the balancing assembly includes a V-shaped bidirectional 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, two V-shaped bidirectional brackets B are provided, and both are fixed to the test bench, and the high-speed rotating shaft B passes through the two V-shaped bidirectional brackets B and is rotationally connected to them.

[0016] Preferably, the protective cover is provided with openings for heat dissipation at the top and bottom.

[0017] Preferably, the diameter of the moving disk is larger than the diameters of the two stator disks. The stator disk is an annular structure, and the slip ring can pass through the center of the stator disk.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] 1. The aircraft brake durability test device is equipped with a test assembly. When the input shaft rotates at high speed, all the dual-piston brakes B are controlled to exert force, so that the slip rings are pressed against the movable disc. At this time, the rotation of the input shaft can drive all the movable discs to rotate. When a certain speed is reached, the dual-piston brake A is controlled to exert force, which can make the static disc clamp the movable disc and brake the input shaft to decelerate, thereby testing the braking effect. During the test, the dual-piston brake B is controlled to unload the force, which can loosen one or more slip rings, thereby reducing the number of rotating movable discs. 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 speed, so the test efficiency is higher.

[0020] 2. The aircraft brake durability test device is set up to simulate the aircraft wheel assembly. The motor drives the large-mass inertia flywheel to rotate. When the large-mass inertia flywheel reaches an extremely high speed, it has a large kinetic energy. The tire is set to rotate simultaneously with the high-speed rotating shaft A, thus simulating the actual operation state of the aircraft wheel.

[0021] 3. The aircraft brake durability test device is equipped with a balancing component. The balancing component can also be equipped with a motor and a large-mass inertia flywheel for a second time to achieve double kinetic energy rotation, thus simulating the high-kinetic energy aircraft brake test requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the structure of the present invention;

[0023] Figure 2 It is a front view of the structure of the present invention;

[0024] Figure 3 This is a schematic structural diagram of a simulated aircraft wheel assembly according to the present invention;

[0025] Figure 4 This is a structural breakdown diagram of the simulated aircraft wheel assembly of the present invention;

[0026] Figure 5 Schematic diagram of the structure of the test assembly of the present invention;

[0027] Figure 6 A top view of the structure of the test assembly of the present invention;

[0028] Figure 7 Schematic diagram of the structure of the friction testing mechanism of the present invention;

[0029] Figure 8 This is a structural schematic diagram of the movable disk and the movable disk connection assembly of the present invention;

[0030] Figure 9 For the present invention Figure 8 A magnified view of the structure at point A;

[0031] Figure 10 This is a structural breakdown diagram of the movable disc connection assembly of the present invention.

[0032] In the picture:

[0033] 1. Test bench; 2. Simulate aircraft wheel assembly;

[0034] 201. V-shaped bidirectional bracket A; 202. High-speed rotating shaft A; 203. High-mass inertia flywheel; 204. Motor; 205. Pulley; 206. Tire; 207. Belt;

[0035] 3. Balance components;

[0036] 301, V-shaped bidirectional bracket B; 302, high-speed rotating shaft B;

[0037] 4. Test components;

[0038] 401, protective cover; 402, heat storage; 403, input shaft; 404, friction testing mechanism;

[0039] 4041, moving disc; 4042, stationary disc; 4043, dual-piston brake A; 4044, dual-piston brake B; 4045, moving disc connection assembly;

[0040] 40451, gear ring; 40452, slip ring; 40453, radial sliding bearing; 40454, spring; 40455, retaining ring; 40456, ring groove; 40457, retaining groove; 40458, insert;

[0041] 405. Speak. DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0043] It should be noted that all directional indications in the embodiments of the present application are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0044] In this application, unless otherwise specified or limited, the terms "connection" and "fixation" should be understood in a broad sense. For example, "fixation" can mean fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two elements or interaction between two elements, unless otherwise specified. For those skilled in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0045] In addition, the descriptions of "first", "second", etc. in this application are for descriptive purposes only and should not be understood as indicating or implying their relative importance or implicitly indicating the number of the technical features indicated. Therefore, the features defined as "first" or "second" may explicitly or implicitly include at least one of such features. In addition, the technical solutions between the various embodiments can be combined with each other, but this must be based on the fact that they can be implemented by ordinary technicians in this field. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0046] like Figure 1-10 As shown, an aircraft brake durability test device includes a test bench 1, and also includes a simulated aircraft wheel assembly 2, a balancing 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 balancing assembly 3, and the two act together on the test assembly 4.

[0047] The test assembly 4 includes a protective cover 401 fixedly mounted on the test bench 1, with a number of heat storages 402 provided inside the protective cover 401, an input shaft 403 passing through the protective cover 401 and being rotationally connected thereto, and the same number of friction test mechanisms 404 as the heat storages 402, all of which are mounted on the input shaft 403 and are in the corresponding heat storages 402.

[0048] The friction testing mechanism 404 includes a moving disc 4041, a static disc 4042, a dual-piston brake A4043 and a dual-piston brake B4044. The center of the moving disc 4041 is mounted on the input shaft 403 by means of a bearing. There are two static discs 4042, which are located on the left and right sides of the moving disc 4041. There are two groups of dual-piston brakes A4043, with two in each group. Each group of dual-piston brakes A4043 acts on a static disc 4042 respectively. The dual-piston brake A4043 is fixed to the inner wall of the heat storage 402. There are two dual-piston brakes B4044, which are located on the left and right sides of a moving disc 4041 respectively. Any dual-piston brake B4044 is fixed to a group of two dual-piston brakes A4043.

[0049] The friction testing mechanism 404 also includes two movable disc connection assemblies 4045 , which are located on both sides of the movable disc 4041 . Two double-piston brakes B4044 act on the two movable disc connection assemblies 4045 to connect the power between the input shaft 403 and the movable disc 4041 .

[0050] The test bench 1 is made of steel plates. The foundation of the test bench 1 needs to be arranged in advance in the workshop. Concrete needs to be poured on the bottom and leveled. Steel bars and bolts are then used to stably connect the test bench 1 to the foundation. Daily calibration and maintenance are required to ensure the accuracy of sensors and equipment. The repeatability of test results also needs to be guaranteed to ensure that each test is strictly controlled to avoid interference from external factors.

[0051] The protective cover 401 is made of high-strength composite metal material, such as aviation titanium plate, to prevent the outer shell from being shattered after the brake disc is broken. A bearing and a shaft seal are installed at the connection between the end face of the input shaft 403 and the protective cover 401.

[0052] Both the static disc 4042 and the dynamic disc 4041 are carbon brake discs, also known as carbon discs, with integrated temperature sensors (capable of measuring 1000°C+). The dual-piston brake A4043 and the dual-piston brake B4044 have the same structure, but different specifications. The output pressure of the dual-piston brake B4044 is lower than that of the dual-piston brake A4043. Both include an external shell and a dual-piston type. The dual-piston brake A4043 can also be replaced with multiple pistons or even 8 pistons. The material is high-strength steel or titanium alloy (pressure resistance ≥3000 psi). The external shell is used to accommodate all components and withstand braking torque. The material is still titanium alloy (integrated cooling duct), and each dual-piston brake A4043 and dual-piston brake B4044 is equipped with a separate hydraulic interface for separate computer control.

[0053] The equipment also integrates a data acquisition system, using high-precision sensors to detect torque, temperature, pressure, and speed, with a sampling rate of at least 1 kHz. Protective cover 401 is equipped with an external infrared thermal imager to monitor temperature distribution.

[0054] The movable disc connection assembly 4045 includes 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 disc 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 direction is along the axial direction of the input shaft 403. The fixed ring 40455 is fixed to the end of the ring gear 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 ring gear 40451 and is located between the fixed ring 40455 and the slip ring 40452. The two ends of the spring 40454 are fixed to the fixed ring 40455 and the slip ring 40452 respectively.

[0055] The output of the double-piston brake B4044 acts on the radial plain bearing 40453.

[0056] The ring gear 40451 is fixedly connected to the input shaft 403 with internal bolts. The contact area between the slip ring 40452 and the ring gear 40451 is lubricated with grease. The radial sliding bearing 40453 is used to resist axial pressure and can still achieve rotation under extrusion. The radial sliding bearing 40453 is a mechanical component that supports radial loads through sliding friction and is widely used in low-speed, high-load or impact and vibration-resistant scenarios.

[0057] Annular grooves 40456 are provided at the centers of both sides of the movable disk 4041, and a circle of equally spaced grooves 40457 are provided in the annular grooves 40456. A circle of inserts 40458 are fixedly installed on the side of the slip ring 40452 close to the movable disk 4041. The inserts 40458 cooperate with the grooves 40457. The double-piston brake B4044 prompts the radial sliding bearing 40453 to enable the slip ring 40452 to approach the movable disk 4041, and then the inserts 40458 can be inserted into the grooves 40457. At this time, the spring 40454 is in a stretched state.

[0058] Since the movable disk 4041 and the input shaft 403 are connected by bearings, when the input shaft 403 drives the movable disk 4041 to rotate, the resistance encountered is small. Therefore, the friction time between the slip ring 40452 and the movable disk 4041 is short. After the friction is generated, the movable disk 4041 can basically be driven to rotate.

[0059] The simulated aircraft wheel assembly 2 includes a V-shaped bidirectional bracket A201, a high-speed rotating shaft A202, a large-mass inertia flywheel 203, a motor 204, a pulley 205 and a tire 206. Two V-shaped bidirectional brackets A201 are provided and fixed on the test bench 1. The high-speed rotating shaft A202 passes through the two V-shaped bidirectional brackets A201 and is rotationally connected to the two. The large-mass inertia flywheel 203 is located between the two V-shaped bidirectional 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, and the other end of the high-speed rotating shaft A202 is connected to the center of the hub shaft of the tire 206. The pulley 205 is fixed on the high-speed rotating shaft A202. The motor 204 is fixed on the test bench 1. The motor 204 is connected to the pulley 205 by a belt 207.

[0060] The motor 204 can be replaced by a hydraulic motor, which needs to drive the high-speed rotating shaft A202 to rotate to a simulated speed of more than 400 km / h. The tire 206 is used to simulate actual conditions or test the drag coefficient. The large-mass inertia flywheel 203 is heavy, basically weighing tons, and needs to simulate the large kinetic energy of aircraft braking.

[0061] The balancing assembly 3 includes a V-shaped bidirectional 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 away from the high-speed rotating shaft A202. There are two V-shaped bidirectional brackets B301, and both are fixed to the test bench 1. The high-speed rotating shaft B302 passes through the two V-shaped bidirectional brackets B301 and is rotationally connected to them.

[0062] The balancing 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 a large-kinetic-energy aircraft.

[0063] The protective cover 401 is provided with openings 405 on the upper and lower sides for heat dissipation.

[0064] The device also includes a cooling system, and opening 405 is used to achieve air cooling. A liquid cooling channel is also required to control heat accumulation.

[0065] The diameter of the moving disk 4041 is larger than the diameter of the two static disks 4042 . The static disk 4042 is an annular structure, and the slip ring 40452 can pass through the center of the static disk 4042 .

[0066] When in use, the motor 204 rotates to drive the high-speed shaft A202 to rotate, and gradually increasing the speed of the motor 204 can realize the high-speed rotation of the large-mass inertia flywheel 203 until the large-mass inertia flywheel 203 reaches the ideal speed or the speed simulating the landing of a real aircraft. In the process of increasing the speed of the high-speed shaft A202, the input shaft 403 also rotates at the same time as the high-speed shaft A202, but it is necessary to release all the double-piston brakes B4044 so that any dynamic disk 4041 does not rotate with the input shaft 403, thereby ensuring that the resistance brought by the input shaft 403 is small enough when the large-mass inertia flywheel 203 increases its speed, avoiding excessive load on the power system. After the speed of the large-mass inertia flywheel 203 increases, all the double-piston brakes B4044 are pressed again, so that the slip ring 40452 can be pressed against the dynamic disk 4041. The two slip rings 40452 can clamp the dynamic disk 4041 under the action of hydraulic pressure because the plug block 40458 and the card slot 4 are provided. 0457, the input shaft 403 and the movable disc 4041 can be rotated synchronously. When the test speed is reached, the dual-piston brake A4043 is controlled to exert force, so that the static disc 4042 can clamp the movable disc 4041, and the input shaft 403 is braked and decelerated. At this time, the braking curve can be measured and a curve graph can be drawn. The speed is increased to the test speed again, and a set of dual-piston brakes B4044 is released. Under the reaction force of the spring 40454, the slip ring 40452 leaves the movable disc 4041. Since the movable disc 4041 and the input shaft 403 are connected by bearings and there is no direct connection, the movable disc 4041 will lose power connection and gradually reduce the speed. The dual-piston brake A4043 is clamped again to measure the braking curve after reducing one set of friction pairs. Then the above process is continued, and the number of friction pairs is gradually reduced to measure different braking curves. It can be concluded that under the same conditions, how many friction pairs can achieve effective braking or maximize braking utilization.

[0067] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations 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 any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification.

[0068] In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the fact that ordinary technicians in this field can implement them. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0069] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the 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 also includes a simulated aircraft wheel assembly (2), a balancing assembly (3), and a test assembly (4) installed on the test bench (1), wherein the test assembly (4) is located between the simulated aircraft wheel assembly (2) and the balancing assembly (3), and the two together act on the test assembly (4); The test assembly (4) includes a protective cover (401) fixedly mounted on the test bench (1), a plurality of heat reservoirs (402) being arranged in the protective cover (401), an input shaft (403) passing through the protective cover (401) and being rotatably connected thereto, and a plurality of friction test mechanisms (404) capable of power interruption, the friction test mechanisms (404) being mounted on the input shaft (403) and being located in corresponding heat reservoirs (402), and the plurality of friction test mechanisms (404) being capable of varying the number of participants for testing braking performance; The friction testing mechanism (404) includes a moving disc (4041), a static disc (4042), a double-piston brake A (4043) and a double-piston brake B (4044). The center of the moving disc (4041) is mounted on the input shaft (403) by means of a bearing. The static disc (4042) is located on the left and right sides of the moving disc (4041). Two groups of double-piston brakes A (4043) are provided. Each group of double-piston brakes A (4043) acts on one static disc (4042) respectively. The double-piston brakes A (4043) are fixed to the inner wall of the heat storage (402). Two double-piston brakes B (4044) are provided, which are located on the left and right sides of one moving disc (4041). Any double-piston brake B (4044) is fixed to a group of two double-piston brakes A (4043). The friction testing mechanism (404) further comprises two movable disc connection assemblies (4045), which are respectively located on both sides of the movable disc (4041); and two double-piston brakes B (4044) act on the two movable disc connection assemblies (4045) respectively to connect the power between the input shaft (403) and the movable disc (4041).

2. The aircraft brake durability test device according to claim 1, characterized in that: The movable disc connection assembly (4045) includes 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 disc (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).

3. The aircraft brake durability test device according to claim 2, 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 hub shaft center of the tire (206), the pulley (205) is fixed on the high-speed rotating shaft A (202), the motor (204) is fixed on the test bench (1), and the motor (204) is connected to the pulley (205) by a belt (207).

4. The aircraft brake durability testing device according to claim 3, 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 rotationally connected thereto.

5. The aircraft brake durability test device according to claim 4, characterized in that: Annular grooves (40456) are provided at the centers of both sides of the movable disk (4041), and a circle of equally spaced slots (40457) are provided in the annular grooves (40456). A circle of insert blocks (40458) are fixedly installed on the side of the slip ring (40452) close to the movable disk (4041). The insert blocks (40458) cooperate with the slots (40457). The double-piston brake B (4044) prompts the radial sliding bearing (40453) to enable the slip ring (40452) to approach the movable disk (4041), and then the insert blocks (40458) can be inserted into the slots (40457). At this time, the spring (40454) is in a stretched state.

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