A testing device for aircraft anti-skid braking systems that simulates human braking.

Abstract

This application provides a testing device for an aircraft anti-skid braking system that simulates human braking, belonging to the field of aircraft performance testing technology. The device includes a control terminal, an anti-skid count acquisition unit, an integrated servo motor, a mechanical transmission component, and a braking force generator. The control terminal is connected to the integrated servo motor, the braking force generator, and the anti-skid count acquisition unit. The output shaft of the integrated servo motor is rotatably coupled to the aircraft wheel speed sensor of the anti-skid braking system via the mechanical transmission component. The braking force generator, based on the braking force signal issued by the control terminal, drives the handbrake device to generate a set displacement and provides real-time feedback of the force signal to simulate human braking. The anti-skid count acquisition unit converts the number of flashes into a digital signal and transmits it back to the control terminal. The control terminal synchronously controls the wheel speed signal and the braking force signal according to a preset speed-braking curve and compares the transmitted anti-skid count. This allows for rapid testing of the anti-skid braking system, reducing the required number of personnel.

Description

Technical Field

[0001] This invention belongs to the field of aircraft performance testing technology, and in particular relates to a testing device for an aircraft anti-skid braking system that simulates human braking. Background Technology

[0002] Aircraft anti-skid braking systems are critical airborne equipment for ensuring safe takeoff and landing, and their performance directly affects braking distance, tire life, and runway utilization. With the continuous increase in aircraft sorties, the demand for rapid and accurate ground inspections is becoming increasingly urgent, necessitating the provision of in-situ testing equipment to shorten preparation time and improve maintenance efficiency.

[0003] Currently, the industry commonly uses the "top wheel-trailer" method to simulate taxiing speed: after the landing gear is raised and suspended in the air, an external motor or hydraulic motor drives the tires to rotate. Test personnel manually press the cockpit handbrake and visually count the number of times the anti-skid lights flash to complete the anti-skid function verification. This method has been used for many years and basically meets the testing needs under traditional maintenance rhythms.

[0004] However, the aforementioned existing technologies require lifting the wheels off the ground, resulting in a large drive mechanism that cannot cover the entire gliding speed range and accelerates tire wear. The speed signal and braking force signal are operated by different personnel, lacking synchronous control, which leads to inconsistencies in the speed-braking-anti-skid counting time reference. The number of flashes of the anti-skid light depends on manual observation and recording, which is prone to human error and makes it difficult to form a digital closed-loop judgment.

[0005] Therefore, the present invention provides a testing device for an aircraft anti-skid braking system that simulates human braking. Summary of the Invention

[0006] The present invention provides a testing device for an aircraft anti-skid braking system that simulates human braking, in order to solve at least one problem in the prior art.

[0007] This application provides a testing device for an aircraft anti-skid braking system that simulates human braking. The device includes a control terminal, an anti-skid count acquisition unit, an integrated servo motor, mechanical transmission components, and a braking force generator.

[0008] The control terminal is connected to the integrated servo motor, the brake force generator, and the anti-slip count collector via a bus.

[0009] The output shaft of the integrated servo motor is rotatably coupled to the aircraft wheel speed sensor of the anti-skid braking system via a mechanical transmission component, and is used to provide wheel speed signals to the aircraft wheel speed sensor;

[0010] The brake force generator is installed on the handbrake device in the cockpit. The brake force generator drives the handbrake device to generate a set displacement based on the brake force signal issued by the control terminal and provides real-time feedback force signal to simulate the braking of personnel.

[0011] The anti-slip count acquisition device is optically coupled to the anti-slip indicator light in the main control box to convert the number of flashes into a digital signal and send it back to the control terminal;

[0012] The control terminal synchronously controls the wheel speed signal and braking force signal according to the preset speed-braking curve, and compares the number of anti-skid cycles returned to complete the closed-loop detection of anti-skid performance.

[0013] Furthermore, the braking force generator includes a linear stepper motor, a controller, and a force sensor;

[0014] The controller is connected to the control terminal, the linear stepper motor is connected to the handbrake device, and the force sensor is installed between the linear stepper motor and the handbrake device.

[0015] The controller is used to receive the braking force signal from the control terminal and generate a displacement command based on the braking force signal to control the linear stepper motor, which in turn drives the linear stepper motor to push the handbrake device to the target displacement.

[0016] The controller is also used to monitor the force value changes of the force sensor in real time to ensure that the force value does not exceed the maximum limit value. The controller controls the linear stepper motor to stop moving after reaching the target displacement, thus achieving accurate braking.

[0017] Furthermore, the integrated servo motor is connected to the transmission components of the aircraft wheel speed sensor via mechanical transmission components;

[0018] Among them, the mechanical transmission component adopts a flange. One end of the flange is fixedly connected to the integrated servo motor housing with screws, and the other end is coaxially connected to the aircraft wheel speed sensor through an extension rod.

[0019] The flange secures the integrated servo motor to the wheel housing via screw holes.

[0020] Furthermore, the anti-slip count acquisition unit includes a photosensitive sensor, a transimpedance amplifier, an analog-to-digital converter, and a microcontroller; the photosensitive sensor, transimpedance amplifier, analog-to-digital converter, and microcontroller are connected in sequence;

[0021] A photosensitive sensor is used to acquire the microcurrent signal indicating the number of flashes of the anti-slip indicator light on the main control box;

[0022] The transimpedance amplifier converts the microcurrent signal output by the photosensitive sensor into a voltage signal;

[0023] An analog-to-digital converter converts a voltage signal into a digital signal.

[0024] The microcontroller is connected to the control terminal and is used to transmit digital signals to the control terminal.

[0025] Furthermore, the microcontroller is an embedded microcontroller from the ARM Cortex-M series.

[0026] Furthermore, the photosensitive sensor is a silicon photodiode with an added housing, and the photosensitive sensor is mounted on the anti-slip signal light of the main control box using a special clamp.

[0027] Furthermore, the integrated servo motor includes a servo motor controller, a driver, a motor body, and an encoder;

[0028] The servo motor controller receives instructions from the control terminal and generates the target motion trajectory;

[0029] The driver converts control signals into the current and voltage required by the motor, thus driving the motor to operate;

[0030] The motor body adopts a permanent magnet synchronous motor to provide power output. It is fixed to the mechanical transmission components through the flange face, and the output shaft is connected to the transmission components of the aircraft wheel speed sensor via an extension rod.

[0031] The encoder monitors the position, speed and torque of the motor rotor in real time and feeds them back to the servo motor controller to form a closed loop.

[0032] Furthermore, the integrated servo motor converts the relationship between the aircraft wheel rotation speed and the aircraft taxiing speed into a rotation speed value for real-time speed control output.

[0033] Furthermore, the relationship between the aircraft wheel rotation speed and the aircraft taxiing speed is expressed as follows:

[0034]

[0035] in, This indicates the rotational speed of the aircraft wheels, measured in revolutions per minute (rpm). This indicates the aircraft's taxiing speed on the runway, measured in kilometers per hour. This indicates the radius of the aircraft's wheels, in meters.

[0036] Furthermore, the control terminal sends braking commands with different braking forces to the braking force generator, specifically including:

[0037] When the control terminal sets and executes braking commands with different braking forces, the brake force generator installed on the handbrake device in the cockpit receives the braking command through the data line, calculates the braking command into the corresponding displacement of the handbrake device, and controls the linear stepper motor to move the corresponding displacement.

[0038] As can be seen from the above technical solutions, the present invention has the following advantages:

[0039] The aircraft anti-skid braking system testing device for simulating human braking provided in this application uses a control terminal to synchronously control an integrated servo motor and a braking force generator via a bus. It also uses mechanical transmission components to rotatably couple the output shaft of the servo motor with the aircraft's own wheel speed sensor, directly providing wheel speed signals in place. This solves the problems of existing technologies that require top wheel drive and have limited speed range, and achieves in-situ non-destructive testing, which can cover all taxiing speed conditions.

[0040] This application synchronously outputs wheel speed and braking force signals according to a preset speed-braking curve via a control terminal, so that speed changes and braking loading are on the same clock reference, solving the problem of inconsistent speed-braking operation time reference in the prior art, and realizing high-precision timing correspondence between speed-braking-anti-skid events.

[0041] This application uses an anti-slip count acquisition device optically coupled to the anti-slip indicator light in the main control box to convert the flashing count into a digital signal in real time and transmit it back to the control terminal via a bus. The control terminal automatically compares the preset count with the actual count, which solves the problem of easy error in manual counting in the prior art and realizes digital closed-loop detection of the anti-slip function. Attached Figure Description

[0042] To more clearly illustrate the technical solution of this application, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 This is an electrical schematic diagram of the aircraft anti-skid braking system testing device that simulates human braking according to the present invention.

[0044] Figure 2 This is a structural diagram of the mechanical transmission components of the aircraft anti-skid braking system testing device that simulates human braking according to the present invention.

[0045] Figure 3 This is a structural diagram of the brake force generator of the aircraft anti-skid braking system detection device that simulates human braking according to the present invention.

[0046] Reference numerals: 1-Control terminal, 2-Anti-slip count acquisition device, 3-Integrated servo motor, 4-Mechanical transmission component, 5-Brake force generator, 6-Main control box anti-slip signal light, 7-Aircraft wheel speed sensor, 8-Handbrake device, 9-Linear stepper motor, 10-Controller, 11-Force sensor, 12-Transmission component. Detailed Implementation

[0047] To make the purpose, features, and advantages of this application more apparent and understandable, specific embodiments and accompanying drawings will be used to clearly and completely describe the technical solution protected by this application. Obviously, the embodiments described below are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0048] This application provides a testing device for an aircraft anti-skid braking system that simulates human braking, solving the current urgent technical problem of needing a device to achieve in-situ non-destructive testing that covers all taxiing speed conditions.

[0049] The technical solutions proposed in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0050] Figure 1 This is an electrical block diagram of an aircraft anti-skid braking system testing device that simulates human braking, provided as an embodiment of this application. Figure 1 As shown in the figure, this application provides a test device for an aircraft anti-skid braking system that simulates human braking. The device includes a control terminal 1, an anti-skid count acquisition device 2, an integrated servo motor 3, a mechanical transmission component 4, and a braking force generator 5.

[0051] The control terminal 1 is connected to the integrated servo motor 3, the brake force generator 5, and the anti-slip count collector 2 via a bus.

[0052] The output shaft of the integrated servo motor 3 is rotatably coupled to the aircraft wheel speed sensor 7 of the anti-skid braking system via the mechanical transmission component 4, and is used to provide wheel speed signals to the aircraft wheel speed sensor 7. The aircraft wheel speed sensor 7 is an existing component of the aircraft anti-skid braking system. This invention does not make any changes to its structure, but only transmits the wheel speed signal of the integrated servo motor 3 to the input shaft of the aircraft wheel speed sensor 7 through the mechanical transmission component 4, thereby using the existing aircraft wheel speed sensor 7 to complete the anti-skid function detection.

[0053] With control terminal 1 as the core, control terminal 1 controls integrated servo motor 3 to generate a speed signal with a certain speed change rate. This speed signal is transmitted to aircraft wheel speed sensor 7 through mechanical transmission component 4. Aircraft wheel speed sensor 7 measures different taxiing speeds to detect the function of the anti-skid braking system.

[0054] The brake force generator 5 is installed on the handbrake device 8 in the cockpit. The brake force generator 5 drives the handbrake device 8 to generate a set displacement based on the brake force signal issued by the control terminal 1 and provides real-time feedback force signal to simulate the braking of personnel. The brake force generator 5 is controlled by the control terminal 1 to simulate the braking of personnel by the handbrake device 8.

[0055] The anti-slip count acquisition device 2 is optically coupled to the anti-slip indicator light 6 of the main control box, and is used to convert the number of flashes into a digital signal and send it back to the control terminal 1. When the anti-slip indicator light 6 of the anti-slip main control box flashes, the anti-slip count acquisition device 2 records the number of anti-slip events in real time, and completes the performance test of the anti-slip braking system.

[0056] Control terminal 1 synchronously controls wheel speed signal and braking force signal according to preset speed-braking curve, and compares the number of anti-skid cycles returned to complete the closed-loop detection of anti-skid performance.

[0057] In this embodiment, the braking force generator 5 includes a linear stepper motor 9, a control terminal 1, and a force sensor 11;

[0058] Control terminal 1 is connected to control terminal 1, linear stepper motor 9 is connected to handbrake device 8, and force sensor 11 is installed between linear stepper motor 9 and handbrake device 8;

[0059] The control terminal 1 is used to receive the braking force signal from the control terminal 1, and generate a displacement command based on the braking force signal to control the linear stepper motor 9, driving the linear stepper motor 9 to push the handbrake device 8 to the target displacement;

[0060] The control terminal 1 is also used to monitor the force value change of the force sensor 11 in real time to ensure that the force value does not exceed the maximum limit value. The control terminal 1 controls the linear stepper motor 9 to stop moving after reaching the target displacement, thereby achieving accurate braking. The control terminal 1 receives the displacement command from the control terminal 1 via the data bus, drives the linear stepper motor 9 to push the handbrake device 8 to the target displacement, and the force sensor 11 feeds back the force value to the control terminal 1 in real time to form a force closed loop, preventing over-limit loading.

[0061] The integrated servo motor 3 is connected to the transmission component 12 of the aircraft wheel speed sensor 7 via the mechanical transmission component 4. The mechanical transmission component 4 is a flange, one end of which is fixedly connected to the housing of the integrated servo motor 3 with screws, and the other end is coaxially connected to the aircraft wheel speed sensor 7 via an extension rod, so as to realize the transmission of speed without slippage. The flange is fixed to the wheel housing with screw holes.

[0062] According to one embodiment of the present invention, the anti-slip count acquisition device 2 includes a photosensitive sensor, a transimpedance amplifier, an analog-to-digital converter, and a microcontroller; the photosensitive sensor, the transimpedance amplifier, the analog-to-digital converter, and the microcontroller are connected in sequence.

[0063] A photosensitive sensor is installed near the anti-slip indicator light 6 on the main control box to obtain the micro-current signal of the number of flashes of the anti-slip indicator light 6 on the main control box;

[0064] The transimpedance amplifier converts the microcurrent signal output by the photosensitive sensor into a voltage signal;

[0065] The analog-to-digital converter converts the voltage signal into a digital signal; the AD sampling rate is not less than 1kHz and the resolution is not less than 12 bits to ensure that the highest frequency of the braking signal can be acquired.

[0066] The microcontroller is connected to control terminal 1 and is used to transmit digital signals to control terminal 1.

[0067] The microcontroller uses an ARM Cortex-M series embedded microcontroller to run real-time algorithms, realize signal feature extraction and state determination, and integrate digital filtering to eliminate the influence of environmental noise on the acquisition. In this embodiment, frequency and duty cycle features are extracted, and an FIR bandpass filter is used for digital filtering. The environmental noise eliminated is signal fluctuation caused by vibration.

[0068] The microcontroller is connected to the analog-to-digital converter via the onboard SPI bus. The front end of the analog-to-digital converter is connected to the output of the transimpedance amplifier, and the input of the transimpedance amplifier is connected to the anode of the silicon photodiode, forming a photocurrent-voltage-digital link.

[0069] The microcontroller's VDD is provided by the internal 5V isolated DC-DC converter of the data acquisition unit. The DC-DC input is taken from the 24V DC sent from the control terminal 1 via the CAN bus cable.

[0070] The microcontroller's TX / RX pins are connected to the CAN transceiver (TJA1050), and the CAN_H / CAN_L pins are directly connected to the device's common data bus, ultimately connecting to the CAN interface of control terminal 1.

[0071] Reserve the SWD_CLK and SWD_DIO pins to the standard 2×5 socket for factory flashing and field firmware upgrades.

[0072] The FIR bandpass filtering algorithm is run in real time to remove ambient light and mechanical vibration noise and extract the true flashing edge of the anti-slip signal light.

[0073] Each time a valid edge is detected, the count is incremented to obtain the number of anti-slip events N. This count is automatically uploaded to the control terminal 1 every 10ms according to the CANopen protocol, serving as the sole numerical basis for determining whether the anti-slip function is qualified.

[0074] To address the issue that the original flashing indicator lights of the anti-skid braking system cannot meet the requirements of digital processing, a photosensitive sensor, transimpedance amplifier, and analog-to-digital converter are used to achieve digital acquisition and processing. The analog flashing signal is converted into a quantifiable and storable digital signal, supporting historical data analysis and predictive maintenance. This enables integration with the aircraft health management system (HUMS) and improves fault diagnosis efficiency.

[0075] It should be noted that the photosensitive sensor is a silicon photodiode with an added shell. The photosensitive sensor is mounted on the anti-slip signal light 6 of the main control box by a special clamp. Under the premise of ensuring accurate acquisition of the flashing signal, the influence of other light sources on the input signal of the photosensitive sensor is shielded by physical means.

[0076] In this embodiment, the integrated servo motor 3 includes a servo motor controller, a driver, a motor body, and an encoder;

[0077] The servo motor controller receives instructions from control terminal 1 and generates the target motion trajectory;

[0078] The driver converts control signals into the current and voltage required by the motor, thus driving the motor to operate;

[0079] The motor body adopts a permanent magnet synchronous motor to provide power output. It is fixed to the mechanical transmission component 4 through the flange surface, and the output shaft is connected to the transmission component 12 of the aircraft wheel speed sensor 7 via an extension rod.

[0080] The encoder monitors the position, speed and torque of the motor rotor in real time and feeds them back to the servo motor controller to form a closed loop.

[0081] The integrated servo motor 3 uses a high-precision servo motor and achieves precise control of the motor speed through servo control technology.

[0082] The integrated servo motor 3 achieves high-precision control of speed, position and torque through servo control technology. Its core lies in the closed-loop feedback system and integrated design: the encoder monitors the status in real time, and the servo motor controller dynamically adjusts the drive signal, which can achieve high-performance control with speed accuracy of ±1 rpm and positioning accuracy of ±10 arcseconds, reflecting the closed-loop logic of "command-execution-feedback-correction".

[0083] The servo motor controller receives instructions from control terminal 1 and generates the target motion trajectory.

[0084] The driver converts the control signals into the current and voltage required by the motor, thus driving the motor to operate.

[0085] The motor itself is a permanent magnet synchronous motor (PMSM) that provides power output.

[0086] The encoder monitors the position, speed and torque of the motor rotor in real time and feeds them back to the servo motor controller to form a closed loop.

[0087] The control process consists of three steps:

[0088] ① Command input: Control terminal 1 sends target parameters (such as speed 1000rpm) to servo motor controller.

[0089] ② Feedback comparison: The encoder collects the actual status of the motor in real time (such as the current speed of 950 rpm), and the servo motor controller calculates the deviation between the target value and the actual value.

[0090] ③ Dynamic adjustment: The output signal is corrected through the PID algorithm, and the driver adjusts the current magnitude and phase to enable the motor to accurately track the target value.

[0091] Specifically, the servo motor controller directly receives the target speed / angle command from the control terminal 1 via the data bus; the driver and the servo motor controller are housed in the same casing, with the input being the PWM / pulse signal generated by the servo motor controller and the output being three-phase current to the motor body; the motor body adopts a permanent magnet synchronous motor (PMSM), whose flange surface is fixed to the mechanical transmission component 4, and the output shaft is connected to the transmission component 12 of the aircraft wheel speed sensor 7 via an extension rod; the encoder is built into the tail end of the integrated servo motor 3, and the rotor position / speed signal is transmitted back to the servo motor controller in real time, forming a speed-position dual closed loop.

[0092] Control terminal 1 generates the target speed ω; the servo motor controller generates the trajectory; the driver commutates and drives the motor body to run; the encoder measures the actual speed ω′ and feeds it back to the servo motor controller; the servo motor controller compares ω and ω′; PID correction is performed, and the driver adjusts the voltage and frequency in real time to make ω′≈ω, until the command is completed.

[0093] The output shaft of the integrated servo motor 3 directly drives the aircraft wheel speed sensor 7 to rotate via the mechanical transmission component 4. Therefore, the aircraft wheel speed sensor obtains an analog signal of "aircraft wheel speed" with the same angular velocity as the motor shaft, which is used by the anti-skid system to determine the timing of slippage / anti-skid. At the same time, the controller uploads the actual rotation speed to the control terminal 1 as data recording of the detection process and the basis for qualification judgment.

[0094] In this embodiment, the integrated servo motor 3 converts the relationship between the aircraft wheel rotation speed and the aircraft taxiing speed into a rotation speed value for real-time speed control output.

[0095] According to an embodiment of the present invention, the relationship between the aircraft wheel rotation speed and the aircraft taxiing speed is expressed as follows:

[0096]

[0097] in, This indicates the rotational speed of the aircraft wheels, measured in revolutions per minute (rpm). This indicates the aircraft's taxiing speed on the runway, measured in kilometers per hour. This indicates the radius of the aircraft's wheels, in meters.

[0098] The integrated servo motor 3 can convert the relationship between the aircraft wheel rotation speed and the aircraft taxiing speed into a rotation speed value for real-time speed control output, simulating the aircraft's taxiing speed changes. The encoder feeds back the speed information to the servo motor controller in real time, forming a closed-loop control system to ensure precise control of the motor speed, thereby accurately simulating taxiing speed.

[0099] According to another embodiment of the present invention, the control terminal 1 sends braking commands of different braking forces (10% to 100%) to the braking force generator 5, specifically including:

[0100] When the control terminal 1 sets and executes braking commands with different braking forces, the brake force generator 5 installed on the handbrake device 8 in the cockpit receives the braking command through the data line, calculates the braking command into the corresponding displacement of the handbrake device 8, and controls the linear stepper motor 9 to move the corresponding displacement.

[0101] During execution, the force on the handbrake device 8 is monitored in real time to ensure that it does not exceed the pressure limit, thus preventing damage to the handbrake device 8 due to excessive force.

[0102] The displacement of the handbrake device 8 in the cockpit is converted into an electrical signal by the AD module. The flight control computer calculates the required braking torque, and the electrical signal drives the servo valve in the braking system to adjust the hydraulic flow, so that the actuator completes the full stroke change within 0.3 seconds. At this time, the frictional torque generated between the brake discs reduces the aircraft's taxiing speed.

[0103] The control terminal 1 can set different taxiing speed thresholds for different aircraft models based on the relationship expression between the aircraft wheel rotation speed and the aircraft taxiing speed, and display the measurement results.

[0104] Preparations before testing:

[0105] 1.1 The integrated servo motor 3 and mechanical transmission components 4 are installed. For example... Figure 2 As shown, the integrated servo motor 3 is fixed to the mechanical transmission component 4 with fastening bolts, and then the whole assembly is installed on the aircraft wheel housing to ensure that the drive shaft of the mechanical transmission component 4 is reliably connected to the aircraft wheel speed sensor 7.

[0106] 1.2 Installation of Anti-slip Count Data Acquisition Unit 2. The anti-slip count data acquisition unit 2 is installed on the anti-slip indicator light 6 of the main control box, ensuring that the light from the indicator light does not leak out.

[0107] 1.3 Installation of brake force generator 5. (As shown) Figure 3 As shown, the force sensor 11 is installed on the handbrake device, and the linear stepper motor 9 is installed on the support point to ensure that the lead screw is in perpendicular contact with the force sensor 11, but is not subjected to force.

[0108] Wheel anti-slip performance test:

[0109] 2.1 Parameter Settings

[0110] 2.1.1 On the main interface of the programmable control software of control terminal 1, select and enter the "Parameter Settings" interface;

[0111] 2.1.2 Set the lower limit parameters of the taxiing speed in sequence ( ), maximum gliding speed parameter ( ), wheel radius ( Parameters such as )

[0112] Gliding speed maintenance test:

[0113] 3.1 In the test interface of control terminal 1, set the target value of the gliding speed ( ), rate of change of rising speed ( ) and the rate of change of the rate of descent ( ), execute the program;

[0114] 3.2 Speed ​​Increase Phase Test: Observe the rate of change of real-time gliding speed value within the test interface ( Within ±0.1% of the set value, the observed gliding speed curve should be an upward slope. During the upward phase of the gliding speed, the anti-slip count collector 2 should not collect the anti-slip signal input from the main control box.

[0115] 3.3 Speed ​​stabilization phase test: The real-time gliding speed value observed in the test interface should be within ±0.1% of the target value. The gliding speed curve should be a horizontal straight line. During the gliding speed increase phase, the anti-slip count acquisition device 2 should not collect the anti-slip signal input from the main control box.

[0116] 3.4 Speed ​​Decrease Phase Test: Set the number of simulated braking cycles ( ) and execute the program, observing the real-time rate of change of gliding speed within the test interface. The speed should be within ±0.1% of the target value. The observed gliding speed curve should be a downward slope. During the gliding speed decrease phase, the anti-skid count acquisition device 2 should collect the number of anti-skid signal inputs from the main control box and the number of simulated braking operations. Consistent signals.

[0117] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0118] Any changes, modifications, substitutions, and variations made to the embodiments without departing from the principles and spirit of the present invention still fall within the protection scope of the present invention.

Claims

1. An aircraft anti-skid brake system detection device simulating a human brake, characterized by, The device comprises a control terminal (1), an anti-skid times collector (2), an integrated servo motor (3), a mechanical transmission component (4) and a brake force generator (5); The control terminal (1) is connected with the integrated servo motor (3), the brake force generator (5) and the anti-skid times collector (2) through a bus respectively; The output shaft of the integrated servo motor (3) is rotationally coupled with the aircraft wheel speed sensor (7) of the anti-skid brake system through the mechanical transmission component (4), for providing a wheel speed signal to the aircraft wheel speed sensor (7); The brake force generator (5) is installed on the cockpit hand brake device (8), and the brake force generator (5) pushes the hand brake device (8) to generate a set displacement and feedback a force signal in real time based on the brake force signal issued by the control terminal (1), so as to simulate personnel braking; The anti-skid times collector (2) is optically coupled with the master control box anti-skid signal lamp (6), for converting the flicker times into a digital signal and returning the digital signal to the control terminal (1); The control terminal (1) synchronously controls the wheel speed signal and the brake force signal according to a preset speed brake curve, and compares the returned anti-skid times, to complete the closed loop detection of the anti-skid performance; The brake force generator (5) comprises a linear stepper motor (9), a controller (10) and a force sensor (11); The controller (10) is connected with the control terminal (1), the linear stepper motor (9) is connected with the hand brake device (8), and the force sensor (11) is installed between the linear stepper motor (9) and the hand brake device (8); The controller (10) is used for receiving the brake force signal of the control terminal (1), and generating a displacement instruction based on the brake force signal to control the linear stepper motor (9) and drive the linear stepper motor (9) to push the hand brake device (8) to a target displacement; The controller (10) is also used for monitoring the force value change of the force sensor (11) in real time, ensuring that the force value cannot exceed a maximum limit value, and stopping the movement of the linear stepper motor (9) after the controller (10) controls the linear stepper motor (9) to reach the target displacement, so as to realize accurate braking; The integrated servo motor (3) is connected with the transmission component (12) of the aircraft wheel speed sensor (7) through the mechanical transmission component (4); The mechanical transmission component (4) adopts a flange plate, one end of the flange plate is fixedly connected with the shell of the integrated servo motor (3) through screws, and the other end is coaxially connected with the aircraft wheel speed sensor (7) through an extension rod; The flange plate fixes the integrated servo motor (3) on the wheel shell through screw holes; The anti-skid times collector (2) comprises a photosensitive sensor, a transimpedance amplifier, an analog-to-digital converter and a microcontroller, which are connected in sequence; The photosensitive sensor is used for acquiring the micro-current signal of the flicker times of the master control box anti-skid signal lamp (6); The transimpedance amplifier converts the micro-current signal output by the photosensitive sensor into a voltage signal; The analog-to-digital converter converts the voltage signal into a digital signal; The microcontroller is connected with the control terminal (1), and is used for transmitting the digital signal to the control terminal (1).

2. The apparatus for detecting an aircraft anti-skid brake system simulating a human brake as defined in claim 1, wherein The microcontroller adopts an embedded microcontroller of the ARM Cortex-M series.

3. An aircraft anti-skid brake system detection apparatus simulating a human brake as defined in claim 2, wherein The photosensitive sensor adopts a silicon photodiode with an added shell, and is installed on the anti-skid signal lamp (6) of the master control box through a special clamp.

4. The apparatus for detecting an aircraft anti-skid brake system simulating a human brake as defined in claim 3, wherein The integrated servo motor (3) comprises a servo motor controller, a driver, a motor body and an encoder. The servo motor controller receives instructions from the control terminal (1) and generates a target motion trajectory. The driver converts the control signal into the current and voltage required by the motor, and drives the motor to operate. The motor body adopts a permanent magnet synchronous motor to provide power output, is fixed to the mechanical transmission component (4) through a flange surface, and the output shaft is connected to the transmission component (12) of the aircraft wheel speed sensor (7) through an extension rod. The encoder monitors the position, speed and torque of the rotor of the motor body in real time, and feeds back to the servo motor controller to form a closed loop.

5. The apparatus for detecting an aircraft anti-skid brake system simulating a human brake as defined in claim 4, wherein The integrated servo motor (3) converts the relationship expression between the aircraft wheel rotation speed and the aircraft sliding speed into a rotation speed value for real-time speed control output.

6. An aircraft anti-skid brake system detection apparatus simulating a human brake as defined in claim 5, wherein The relationship expression between the aircraft wheel rotation speed and the aircraft sliding speed is: wherein, represents the airplane wheel rotation speed, in revolutions per minute; represents the airplane taxi speed on the runway, in kilometers per hour; represents the airplane wheel radius, in meters.

7. An aircraft anti-skid brake system detection apparatus simulating a human brake as defined in claim 6, wherein The control terminal (1) sends brake instructions of different brake forces to the brake force generator (5), which specifically includes: After the control terminal (1) sets and executes brake instructions of different brake forces, the brake force generator (5) installed on the hand brake device (8) in the cockpit receives the brake instructions through a data line and calculates the displacement of the corresponding hand brake device (8), and the brake force generator (5) controls the linear stepper motor (9) to move the corresponding displacement.

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