Aircraft nose landing gear control and traction steering loading system

Abstract

This invention provides an aircraft nose landing gear control and traction-turning loading system, belonging to the field of simulation equipment technology. It includes a support panel, a rotary drive mechanism, a rotary loading mechanism, a lifting mechanism, and a traction loading mechanism. The aircraft nose landing gear control and traction-turning loading system provided by this invention uses the rotary drive mechanism and the rotary loading mechanism in tandem to simulate the rotational motion and reverse drag load during landing gear turning, reproducing the turning conditions. The lifting mechanism drives the landing gear strut shaft to rise and fall, simulating the vertical load exerted by the ground on the landing gear. The traction loading mechanism applies horizontal traction force to supplement the horizontal load generated by the fuselage traction during aircraft turning, conforming to the coupled "operation-traction" scenario in real ground maneuvers. This system improves the multi-attitude dimension of ground maneuvering conditions, reduces the deviation between the experimental environment and real conditions, and provides a core guarantee for the authenticity of experimental data.

Description

Technical Field

[0001] This invention belongs to the field of simulation equipment technology, and more specifically, relates to an aircraft nose landing gear control and traction turning loading system. Background Technology

[0002] The nose landing gear is a key component for safe takeoff and landing and ground maneuvering. During the steering and turning phase, the nose landing gear is subjected to vertical loads from the ground and frictional loads in the opposite direction of taxiing. The coupling effect of these alternating loads and impact torques is particularly complex, which places extremely high demands on the structural strength, fatigue life and steering control accuracy of the nose landing gear.

[0003] However, actual ground conditions are more complex, including not only active "maneuvering turns" but also passive "traction turns." Existing maneuvering turn loading systems are relatively simple, only able to simulate load conditions during maneuvering turns. This results in the system being unable to realistically reproduce the combined "maneuvering-traction" conditions faced by aircraft during ground maneuvers, leading to significant deviations between the test environment and real-world conditions. Summary of the Invention

[0004] The purpose of this invention is to provide an aircraft nose landing gear control and traction turning loading system, which aims to solve the problem that existing control and turning loading systems can only simulate the load conditions during control and turning, resulting in the system being unable to truly reproduce the complex working conditions faced by the aircraft during ground maneuvers, causing a significant deviation between the test environment and real conditions.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is: to provide an aircraft nose landing gear control and traction steering loading system, comprising: Support panel, horizontally fixed; A rotary drive mechanism includes a rotary panel and a first drive assembly. The rotary panel is located above the support panel, and the first drive assembly is fixed to the support panel to drive the rotary panel to rotate along its axial direction; or the first drive assembly drives the strut shaft of the landing gear to rotate along its axial direction by means of a servo mechanism of the detected landing gear. A rotary loading mechanism includes a loading connection part and a second drive component. The loading connection part is fixed to the lower end face of the rotary panel, and the second drive component applies a loading force opposite to the rotation direction to the rotary panel through the loading connection part. The lifting and jacking mechanism includes a lifting frame and a jacking component. The lifting frame is fixed to the upper surface of the rotating panel and has the freedom to lift vertically. The top of the lifting frame is used to rotatably connect to the strut shaft of the landing gear. The jacking component is fixed to the rotating panel in the longitudinal direction. A vertical force is applied to the strut shaft of the landing gear by driving the top of the lifting frame. The traction loading mechanism includes a traction connection part and a third drive assembly. The traction connection part is used to connect to the strut shaft of the landing gear. The third drive assembly is fixed to the rotating panel and connected to the traction connection part. The third drive assembly drives the traction connection part to form a horizontal traction force, which acts on the strut shaft of the landing gear.

[0006] In one possible implementation, the traction connection includes a flexible rope and a pulley. The pulley is fixedly mounted on the top of the lifting frame. The flexible rope passes around the pulley to form a horizontal section and a vertical section. The horizontal section is rotatably connected to the strut shaft of the landing gear, and the vertical section is connected to the drive end of the upper part of the third drive assembly.

[0007] In one possible implementation, two fork arms are symmetrically arranged at the top of the lifting frame, and a wheel simulation shaft is rotatably arranged between the two fork arms. The middle part of the wheel simulation shaft is used to connect the strut shaft of the landing gear. Plates extending horizontally to the same side are provided at both ends of the wheel simulation shaft. A loading shaft is rotatably installed at the end of the two plates away from the wheel simulation shaft. The two ends of the loading shaft are rotatably installed, and the end of the horizontal section away from the vertical section is rotatably connected to the middle of the loading shaft.

[0008] In one possible implementation, a drive gear is connected to the upper drive end of the first drive assembly, and a driven gear is coaxially fixed to the lower end face of the rotating panel, with the drive gear meshing with the driven gear.

[0009] In one possible implementation, the loading connection includes a bearing housing and a connecting shaft. The bearing housing is fixed to the lower end face of the support panel. The connecting shaft is rotatably mounted in the bearing housing via a bearing. The upper end of the connecting shaft is fixedly connected to the rotating panel via a torque sensor. The lower end of the connecting shaft is provided with a loading gear that is drively connected to the second drive assembly. The bottom end of the connecting shaft is connected to an encoder, which is used to measure the loading angle of the connecting shaft in real time.

[0010] In one possible implementation, a support plate is fixed to the lower end face of the support panel, the second drive assembly is horizontally mounted on the support plate, and a drive rack is connected to the drive end of the second drive assembly, the drive rack meshing with the loading gear.

[0011] In one possible implementation, there are two second drive components, which are axially symmetrical about the connecting shaft, and the two drive racks form opposite motion trajectories to synchronously drive the loading gear to rotate.

[0012] In one possible implementation, the lifting frame includes a movable frame and a fixed frame. The fixed frame is fixedly disposed on the upper surface of the rotating panel, and the movable frame is disposed above the fixed frame and connected to the support shaft of the landing gear. The driving end of the upper part of the lifting member is connected to the movable frame and is used to drive the movable frame to slide longitudinally along the fixed frame.

[0013] In one possible implementation, a translation component is provided on the top of the lifting frame, which provides degrees of freedom for translation in the left, right and forward and backward directions. A lifting column is fixedly provided at the upper end of the translation component, and a connecting member for rotatably connecting the support shaft of the landing gear is provided on the top of the lifting column.

[0014] In one possible implementation, the translation component includes a first moving plate and a second moving plate arranged horizontally from top to bottom. Guide rail slider assemblies are provided between the first moving plate and the second moving plate, and between the second moving plate and the top of the lifting frame. The two guide rail slider assemblies respectively have a degree of freedom of translation in the forward and backward direction and a degree of freedom of translation in the left and right direction.

[0015] The beneficial effects of the aircraft nose landing gear control and traction turning loading system provided by this invention are as follows: Compared with the prior art, this system, through the collaborative design of multiple mechanisms, realistically reproduces the complex operating conditions faced by the aircraft during ground maneuvers. The rotary drive mechanism and the rotary loading mechanism work together to simulate the rotational motion and reverse drag load during the landing gear turning process, restoring the turning conditions; the lifting mechanism can drive the landing gear strut shaft to rise and fall, simulating the vertical load exerted by the ground on the landing gear; the traction loading mechanism, through horizontal traction force loading, supplements the horizontal load generated by the fuselage traction during the aircraft turning, conforming to the coupled scenario of "operation-traction" in real ground maneuvers. This system improves the multi-attitude dimension operating conditions of ground maneuvers. This collaborative action of multiple mechanisms enables the system to break through the limitations of existing single-condition simulations, and can reproduce the complex load environment of "rotation-traction-lifting" in aircraft ground maneuvers, reducing the deviation between the test environment and real conditions, and providing a core guarantee for the authenticity of test data. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 A perspective view of the aircraft nose landing gear control and traction turning loading system provided by the present invention. Figure 2A front view of the aircraft nose landing gear control and traction turning loading system provided by the present invention. Figure 3 The three-dimensional representation of the aircraft nose landing gear control and traction turning loading system provided by the present invention after removing the base. Figure 1 ; Figure 4 for Figure 3 A magnified view of a section at point A in the middle; Figure 5 The three-dimensional representation of the aircraft nose landing gear control and traction turning loading system provided by the present invention after removing the base and traction loading mechanism. Figure 2 ; Figure 6 for Figure 5 A magnified view of a section at point B in the middle; Figure 7 This is a partial schematic diagram of the rotary drive mechanism, rotary loading mechanism, and support panel provided by the present invention.

[0018] In the picture: 100. Landing gear; 110. Strut shaft; 120. Servo mechanism; 200. Rotary drive mechanism; 210. First drive assembly; 220. Rotating panel; 230. Drive gear; 240. Driven gear; 300. Rotary loading mechanism; 310. Second drive assembly; 320. Bearing housing; 330. Connecting shaft; 340. Torque sensor; 350. Loading gear; 360. Encoder; 370. Support plate; 380. Drive rack; 390. Limiting guide rail; 400. Lifting and jacking mechanism; 410. Lifting component; 420. Fixed frame; 430. Movable frame; 440. Longitudinal guide rail; 500. Traction loading mechanism; 510. Third drive assembly; 520. Flexible rope; 521. Horizontal section; 522. Vertical section; 530. Pulley; 540. Pulley bracket; 550. Loading shaft; 560. Pull head; 610. First movable plate; 620. Second movable plate; 630. Guide rail slider assembly; 640. Lifting column; 650. Mounting plate; 660. Fork arm; 670. Machine wheel simulation shaft; 671. Locking sleeve; 700, Support panel; 800, base. Detailed Implementation

[0019] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0020] Unless otherwise explicitly specified, the use of terms such as "first," "second," or "third" is intended to distinguish different objects, not to describe a specific order.

[0021] Unless otherwise expressly defined, the use of directional terms such as “center,” “lateral,” “longitudinal,” “horizontal,” “vertical,” “top,” “bottom,” “inner,” “outer,” “upper,” “lower,” “front,” “rear,” “left,” “right,” “clockwise,” “counterclockwise,” “high,” and “low” to indicate orientation or positional relationships is based on the orientation and positional relationships shown in the accompanying drawings and is only for the convenience of describing the invention and simplifying the description, and is not intended to indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the specific scope of protection of the invention.

[0022] Please see Figures 1 to 7 The present invention will now describe the aircraft nose landing gear control and traction steering loading system. The aircraft nose landing gear control and traction steering loading system includes a support panel 700, a rotary drive mechanism 200, a rotary loading mechanism 300, a lifting and jacking mechanism 400, and a traction loading mechanism 500.

[0023] The support panel 700 is horizontally fixed; the rotary drive mechanism 200 includes a rotary panel 220 and a first drive assembly 210, the rotary panel 220 is located above the support panel 700, and the first drive assembly 210 is used to drive the rotary panel 220 to rotate along its axial direction; the rotary loading mechanism 300 includes a loading connection part and a second drive assembly 310, the loading connection part is fixed to the lower end face of the rotary panel 220, and the second drive assembly 310 applies a loading force opposite to its rotation direction to the rotary panel 220 through the loading connection part; the lifting mechanism 400 includes a lifting frame and a lifting member 410, the lifting frame being fixed to the rotary panel 220. The upper end has a longitudinal lifting freedom. The top of the lifting frame is used to rotatably connect the strut shaft 110 of the landing gear 100. The lifting member 410 is longitudinally fixed to the rotating panel 220. By driving the top of the lifting frame to lift, the strut shaft 110 of the landing gear 100 is driven to lift. The traction loading mechanism 500 includes a traction connection part and a third drive assembly 510. The traction connection part is used to connect the strut shaft 110 of the landing gear 100. The third drive assembly 510 is fixed to the rotating panel 220 and connected to the traction connection part. The third drive assembly 510 drives the traction connection part to form a horizontal traction force, which acts on the strut shaft 110 of the landing gear 100.

[0024] The aircraft nose landing gear control and traction turning loading system provided by this invention, compared with the prior art, realistically reproduces the complex operating conditions faced by the aircraft during ground maneuvers through the collaborative design of multiple mechanisms. The rotary drive mechanism 200 and the rotary loading mechanism 300 work together to simulate the rotational motion and reverse drag load of the landing gear 100 during turning, reproducing the turning conditions. The lifting mechanism 400 applies a vertical force to the strut shaft 110 of the landing gear 100, simulating the vertical load exerted on the landing gear 100 by the ground. The traction loading mechanism 500 supplements the horizontal load generated by the fuselage traction during turning by applying horizontal traction force, conforming to the coupled scenario of "operation-traction" in real ground maneuvers. This system improves the multi-attitude dimension operating conditions of ground maneuvers. This collaborative action of multiple mechanisms allows the system to overcome the limitations of existing single-condition simulations, reproducing the complex load environment of "rotation-traction-lifting" in aircraft ground maneuvers, reducing the deviation between the test environment and real conditions, and providing a core guarantee for the authenticity of test data.

[0025] The support panel 700 is horizontally fixed and serves as the basic support component of the entire system. The rotating panel 220 is located above the support panel 700 and is rotatably connected to the support panel 700 via the rotating drive mechanism 200. The rotating loading mechanism 300 is installed on the lower end face of the support panel 700 and is fixedly connected to the lower end face of the rotating panel 220 via a loading connection. The lifting mechanism 400 is fixed to the upper end face of the rotating panel 220, and its top is used to install the landing gear 100. The traction loading mechanism 500 is integrated into the lifting mechanism 400, fixed to the rotating panel 220, and connected to the strut shaft 110 of the landing gear 100 via a traction connection. All mechanisms form a coordinated overall structure around the landing gear 100.

[0026] Specifically, the rotary drive mechanism 200 includes a rotary panel 220 and a first drive assembly 210. The first drive assembly 210 can drive the rotary panel 220 to rotate axially. Combined with the rotary loading mechanism 300, and through the design of the second drive assembly 310 applying a reverse loading force to the rotary panel 220 via the loading connection, the two work together to simulate the rotational motion of the landing gear 100 during turning and the real reverse drag load, thus restoring the mechanical characteristics of the core turning condition. Simultaneously, the lifting mechanism 400 drives the lifting frame to rise and fall via the lifting component 410, simulating the vertical load exerted by the ground on the landing gear 100. Based on this, the system adds a traction loading mechanism 500, which includes a traction connection and a third drive assembly 510, which can apply a horizontal traction force to the strut shaft 110 of the landing gear 100, compensating for the lack of horizontal traction load simulation capability in the existing system and matching the real coupled scenario of aircraft turning accompanied by fuselage traction and taxiing. The synergistic effect of the aforementioned support panel 700, rotary drive mechanism 200, rotary loading mechanism 300, lifting and jacking mechanism 400, and traction loading mechanism 500 enables the system to break through the limitations of existing single-condition simulations, and realize the complete reproduction of the rotary-traction-lifting composite load environment during aircraft ground maneuvers. This fundamentally reduces the deviation between the test environment and real conditions, providing a core guarantee for the authenticity of the test data.

[0027] In addition, the first drive assembly 210 can also utilize the servo mechanism 120 of the detected landing gear 100, which drives the landing gear 100 to rotate the strut shaft 110 of the landing gear 100 along its axis, so as to simulate the rotational motion of the landing gear 100 during the actual turning process.

[0028] It should be noted that the support panel 700 adopts a horizontal fixed installation method, is made of high-strength alloy material in one piece, and its size is determined according to the target landing gear 100 specifications, the installation requirements of each component and the load-bearing capacity. Its lower end face is fixedly connected to the base 800 by bolts. The base 800 is made of square steel tube welded manufacturing, with strong structural rigidity, which can provide stable support for the support panel 700, thereby ensuring the installation benchmark accuracy of the entire system.

[0029] The rotating panel 220 is a circular plate structure, horizontally arranged directly above the support panel 700, parallel to the support panel 700, and with reserved installation and movement gaps to avoid interference during rotation.

[0030] Please see Figure 4 The traction connection includes a flexible rope 520 and a pulley 530. The third drive assembly 510 is a loading cylinder that is longitudinally fixed to the rotating panel 220.

[0031] The pulley 530 is made of high-strength wear-resistant nylon or steel, and the groove size is compatible with the diameter of the flexible rope 520. The top of the lifting frame is fixed with a pulley bracket 540 by bolts. The pulley bracket 540 is a column structure welded from steel plate, and the pulley 530 is mounted on the pulley bracket 540 by a pin.

[0032] The flexible rope 520 is made of high-strength steel wire rope. The steel wire rope has excellent flexibility and tensile strength, which can adapt to the position changes of the landing gear 100 during turning and lifting. It avoids the problems of force transmission jamming, breakage or additional stress that may be caused by rigid connection, and ensures the smoothness and continuity of traction force transmission.

[0033] After passing over pulley 530, the wire rope forms a horizontal section 521 and a vertical section 522. One end of the horizontal section 521 is connected to the support shaft 110 of the landing gear 100, ensuring that the wire rope and the support shaft 110 can rotate relative to each other and avoid generating additional torque. The lower end of the vertical section 522 is rotatably connected to the loading cylinder drive end of the third drive assembly 510 through a pull head 560. The drive end of the loading cylinder is provided with a connecting buckle, which is located inside the pull head 560. The wire rope is rotatably connected to the loading cylinder drive end of the third drive assembly 510 by passing a pin through the pull head 560 and through the buckle.

[0034] Preferably, the length of the wire rope is determined based on the maximum lifting stroke and turning angle of the landing gear 100 during the test, with sufficient margin reserved to avoid excessive stretching.

[0035] By adopting the structure of steel wire rope and pulley 530, the direction of traction force is converted, and the vertical power output of the loading cylinder of the third drive component 510 is converted into the horizontal traction force without changing the installation posture of the loading cylinder, thus simplifying the overall layout of the traction loading mechanism 500.

[0036] Furthermore, two fork arms 660 are symmetrically arranged on the top of the lifting frame. The two fork arms 660 are symmetrically fixed to the top of the lifting frame, and their installation positions are symmetrical with the central axis of the lifting frame. A wheel simulation shaft 670 is rotatably arranged between the two fork arms 660. The upper ends of the two fork arms 660 are opposite each other and have coaxial bearing mounting holes machined to ensure the coaxiality of the wheel simulation shaft 670.

[0037] The diameter of the wheel simulation shaft 670 is designed according to the specifications of the strut shaft 110 of the landing gear 100. Both ends are rotatably mounted in the mounting holes of the two fork arms 660 via deep groove ball bearings. The outer ring of the bearing is interference-fitted with the mounting hole of the fork arm 660, and the inner ring is fitted with the wheel simulation shaft 670. The wheel simulation shaft 670 and the strut shaft 110 of the landing gear 100 are connected by a key to transmit torque. Threaded holes are used to install fastening bolts, locking the strut shaft 110 and the wheel simulation shaft 670 together to prevent relative rotation.

[0038] The plate is fixedly connected to both ends of the simulated wheel shaft 670. The plate is a rectangular structure and extends horizontally to the same side along the radial direction of the simulated wheel shaft 670. The extension direction of the plate is consistent with the traction force transmission direction, ensuring that the installation position of the loading shaft 550 is compatible with the force direction of the horizontal section 521 of the wire rope.

[0039] The loading shaft 550 is a cylindrical shaft with a diameter determined according to the size of the traction load. The two ends of the loading shaft 550 are rotatably mounted on the two plates away from the simulated shaft 670 of the wheel via bearings. The plates are machined with mounting holes that are compatible with the bearings to ensure the coaxiality of the loading shaft 550. The loading shaft 550 can rotate around its own axis.

[0040] The loading shaft 550 provides an intermediate support point for the horizontal section 521 of the wire rope, transferring the point of application of traction force from the strut shaft 110 of the landing gear 100 to the loading shaft 550. This effectively disperses stress concentration at the connection point of the strut shaft 110, avoiding deformation or damage to the strut shaft 110 due to excessive local stress. Furthermore, during the turning and lifting of the landing gear 100, the horizontal section 521 of the wire rope can rotate synchronously with the loading shaft 550, completely eliminating the torsional stress generated by the wire rope following the movement of the landing gear 100.

[0041] Specifically, the end of the horizontal section 521 of the wire rope furthest from the vertical section 522 is connected to the middle of the loading shaft 550 via a pull head 560. The pull head 560 is fitted onto the middle of the loading shaft 550 and can rotate axially relative to the loading shaft 550. The end of the wire rope is fixed to the pull head 560. The traction force acts on the center of the loading shaft 550, avoiding the generation of eccentric load torque and ensuring that the loading shaft 550 is subjected to balanced force.

[0042] Please see Figure 7 The first drive component 210 includes a servo motor, a reducer, and a drive gear 230.

[0043] The reducer and servo motor are connected sequentially from top to bottom, and are fixedly connected to the edge area of ​​the lower end face of the support panel 700 via the reducer. The rated power of the servo motor is selected based on the weight of the rotating part and the required turning speed; the reduction ratio of the reducer is determined based on the servo motor speed and the maximum turning speed required by the rotating panel 220. The driven gear 240 is coaxially fixed to the lower end face of the rotating panel 220, and is fastened to the rotating panel 220 by multiple circumferentially arranged bolts. The driven gear 240 not only serves a connecting function, but also bears the mass of the rotating part and the overturning moment, ensuring the stability of the rotation process.

[0044] Specifically, the input end of the reducer at the bottom is connected to the output shaft of the servo motor via a coupling, and the output end of the reducer at the top is fixedly connected to the drive gear 230. The power, after reduction and amplification, drives the drive gear 230 to rotate. The drive gear 230 meshes with the driven gear 240 to ensure that the transmission process is shock-free and noise-free. The rotational force of the drive gear 230 is transmitted to the driven gear 240 through tooth surface meshing. Since the driven gear 240 is coaxially fixed with the rotating panel 220, it drives the rotating panel 220 to start rotating around its axial direction.

[0045] When the rotating panel 220 rotates, the lifting mechanism 400 and the traction loading mechanism 500 fixed on its upper surface rotate together, thereby driving the landing gear 100 connected to the lifting mechanism 400 to complete the turning action synchronously. During the rotation, the driven gear 240 simultaneously bears the mass of the rotating part and the overturning torque, ensuring the rotational stability of the rotating panel 220 and the components above it, and avoiding eccentric swaying.

[0046] Please see Figure 7 The loading connection includes a bearing housing 320 and a connecting shaft 330. The bearing housing 320 is fixed to the lower end face of the support panel 700 by multiple high-strength bolts to ensure a firm installation. A deep groove ball bearing is installed inside the bearing housing 320. The outer ring of the bearing is interference-fitted with the bore of the bearing housing 320, and the inner ring is transition-fitted with the connecting shaft 330 to ensure smooth rotation of the connecting shaft 330.

[0047] The connecting shaft 330 has steps, keyways, and threaded holes machined at both ends for mounting bearings, loading gear 350, and couplings. The upper end of the connecting shaft 330 is fixedly connected to the torque sensor 340 via a flange, which is secured with bolts. The lower end of the connecting shaft 330 is fixed to the loading gear 350 via a key, ensuring a secure connection and reliable torque transmission. The encoder 360 is connected to the bottom end of the connecting shaft 330, enabling real-time acquisition of the rotation angle of the connecting shaft 330, i.e., the rotation angle of the landing gear.

[0048] The torque sensor 340 enables real-time monitoring of the loading torque, providing timely feedback on changes in the loading force and facilitating rapid adjustments by the control system. The encoder 360 enables real-time acquisition of the loading angle, which, when compared with the angle data from the rotary drive mechanism 200, allows for the calculation of the angle change corresponding to the frictional resistance, improving the completeness and accuracy of the test data.

[0049] Please see Figure 7 A support plate 370 is fixed to the lower end face of the support panel 700. The support plate 370 is a U-shaped frame structure with an opening facing outwards. It includes an integrally formed upper end plate, a vertical plate, and a lower end plate. The upper end plate is fixedly connected to the lower end face of the support panel 700 by multiple high-strength bolts. The second drive assembly 310 is a horizontally arranged loading cylinder. The cylinder body of the loading cylinder is fixedly connected to the vertical plate or the lower end plate of the support plate 370 through a flange.

[0050] The piston rod extension of the loading cylinder is fixedly connected to the drive rack 380 via a threaded joint. The drive rack 380 is located on the side of the support plate 370 near the loading gear 350. The tooth module of the drive rack 380 is the same as that of the loading gear 350, allowing for good meshing. A guide slider is provided at the bottom of the drive rack 380. A limit guide rail 390 is laterally fixed on the side of the support plate 370 near the loading gear 350. The guide slider slides into contact with the limit guide rail 390. The limit guide rail 390 is arranged along the extension and retraction direction of the loading cylinder to ensure smooth linear movement of the drive rack 380. By limiting the displacement of the guide slider in the height direction, good meshing between the drive rack 380 and the loading gear 350 is ensured, guaranteeing smooth linear movement of the drive rack 380.

[0051] Furthermore, there are two second drive components 310, which are symmetrical about the axial center of the connecting shaft 330. That is, the piston rods of the loading cylinders of the two second drive components 310 extend in opposite directions and are equidistant from the connecting shaft 330, ensuring that the two drive racks 380 exert the same force arm on the loading gear 350.

[0052] The synchronous control module of the hydraulic control system enables the two loading cylinders to move in opposite directions in a coordinated manner. The movements of the two loading cylinders are completely synchronized. When the piston rod of one loading cylinder extends forward, the piston rod of the other cylinder extends backward in sync. The speed and stroke of both cylinders are completely consistent, ensuring that the force exerted by the drive rack 380 on the loading gear 350 is equal in magnitude and opposite in direction, forming a balanced driving torque. This force balance eliminates the off-center loading phenomenon of the loading gear 350 and avoids uneven wear of the gear teeth caused by unilateral force.

[0053] Please see Figure 4The lifting frame includes a movable frame 430 and a fixed frame 420, both of which are welded from square steel pipes.

[0054] Two parallel longitudinal guide rails 440 are fixed on the symmetrical sides of the fixed frame 420. The movable frame 430 has a frame structure, and sliders adapted to the longitudinal guide rails 440 are fixed on the symmetrical sides of the movable frame 430. The sliders slide in cooperation with the corresponding longitudinal guide rails 440 to ensure that the movable frame 430 slides smoothly along the longitudinal guide rails 440 without jamming.

[0055] The lifting component 410 uses a single-acting or double-acting lifting cylinder to meet the requirements of different vertical loads and lifting heights. The cylinder body of the lifting cylinder is fixedly connected to the rotating panel 220 via a flange, and the upper end of the piston rod of the lifting cylinder is fixedly connected to the bottom of the movable frame 430 via a ball joint. The ball joint can compensate for installation errors and slight misalignment of the movable frame 430, and prevent the lifting cylinder from bearing lateral forces.

[0056] Please see Figure 6 The top of the lifting frame is equipped with a translation component and a lifting column 640.

[0057] The translation component provides freedom of translation in the left and right and forward and backward directions, and can move with the deformation of the strut shaft 110 of the landing gear 100, reducing the risk of damage to the strut shaft 110.

[0058] The lifting column 640 is longitudinally fixed to the upper end of the translation component. The lower end of the lifting column 640 is fixedly connected to the upper end of the translation component by bolts, and the upper end is fixedly connected to the connecting component by a flange. The connecting component is rotatably connected to the support shaft 110 of the landing gear 100.

[0059] The translating function of the connecting components, in conjunction with the translational components, allows the landing gear 100 to move flexibly during turning and deformation, further mimicking the motion characteristics of a real landing gear 100. When the landing gear 100 is subjected to a vertical load, it will undergo bending and torsional deformation. The lifting column 640 has degrees of freedom in the front-back and left-right directions relative to the landing gear 100. The lifting column 640 can naturally deform with the landing gear 100 under load, ensuring that the deformation of the landing gear 100 during loading is unrestricted, thereby simulating real stress.

[0060] Specifically, the translation component includes a first moving plate 610 and a second moving plate 620 arranged horizontally from top to bottom. Both are rectangular high-strength alloy plates, and their dimensions are designed according to the installation space and load-bearing requirements. Guide rail slider assemblies 630 are provided between the first moving plate 610 and the second moving plate 620, and between the second moving plate 620 and the top of the lifting frame. The guide rail slider assembly 630 consists of a slidingly engaged guide rail and a slider.

[0061] The upper end face of the second moving plate 620 is equipped with a linear guide rail along the front-back direction, and the lower end face of the first moving plate 610 is equipped with a slider adapted to the guide rail, forming a first set of guide rail slider assembly 630, so that the first moving plate 610 can translate relative to the second moving plate 620 in the front-back direction.

[0062] The top of the movable frame 430 is equipped with a linear guide rail in the left-right direction, and the lower end face of the second movable plate 620 is equipped with a slider adapted to the guide rail, forming a second set of guide rail slider assembly 630, so that the second movable plate 620 can be translated in the left-right direction relative to the movable frame 430.

[0063] By using the above-mentioned design of two-layer moving plates superimposed with two sets of guide rail slider assemblies 630, a compact structure is achieved to realize translational freedom in both left and right and front and back directions. Compared with the traditional cross slide structure, it occupies less space and has a simpler structure.

[0064] Please see Figure 4 and Figure 6 The connecting components include a mounting plate 650, and two fork arms 660 are symmetrically welded to the upper end face of the mounting plate 650.

[0065] Specifically, the mounting plate 650 is a rectangular high-strength alloy plate. Multiple bolts on the lower end face of the mounting plate 650 are fixedly connected to the top of the lifting column 640. The bolts are evenly distributed to ensure a firm connection.

[0066] As the wheel simulation shaft 670 rotates axially, it can simulate the rotational relationship between the real aircraft wheels and the strut shaft 110, allowing the landing gear 100 to rotate flexibly during turning without additional resistance, further improving the realism of the test.

[0067] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An aircraft nose landing gear control and traction steering loading system, characterized in that, include: Support panel (700), horizontally fixed; A rotary drive mechanism (200) includes a rotary panel (220) and a first drive assembly (210), the rotary panel (220) being located above the support panel (700), the first drive assembly (210) being fixed to the support panel (700) to drive the rotary panel (220) to rotate along its axial direction; or the first drive assembly (210) drives the strut shaft (110) of the landing gear (100) to rotate along its axial direction by means of a servo mechanism (120) of the detected landing gear (100). The rotary loading mechanism (300) includes a loading connection part and a second drive assembly (310). The loading connection part is fixed to the lower end face of the rotary panel (220). The second drive assembly (310) applies a loading force opposite to the rotation direction of the rotary panel (220) through the loading connection part. The lifting and jacking mechanism (400) includes a lifting frame and a jacking component (410). The lifting frame is fixed to the upper surface of the rotating panel (220) and has the freedom to lift vertically. The top of the lifting frame is used to rotatably connect the strut shaft (110) of the landing gear (100). The jacking component (410) is fixed longitudinally to the rotating panel (220). The top of the lifting frame is driven to apply a vertical force to the strut shaft (110) of the landing gear (100). The traction loading mechanism (500) includes a traction connection part and a third drive assembly (510). The traction connection part is used to connect the strut shaft (110) of the landing gear (100). The third drive assembly (510) is fixed to the rotating panel (220) and connected to the traction connection part. The third drive assembly (510) drives the traction connection part to form a horizontal traction force, which acts on the strut shaft (110) of the landing gear (100).

2. The aircraft nose landing gear control and traction steering loading system as described in claim 1, characterized in that, The traction connection includes a flexible rope (520) and a pulley (530). The pulley (530) is fixedly installed on the top of the lifting frame. The flexible rope (520) passes around the pulley (530) to form a horizontal section (521) and a vertical section (522). The horizontal section (521) is rotatably connected to the support shaft (110) of the landing gear (100). The vertical section (522) is connected to the drive end of the upper part of the third drive assembly (510).

3. The aircraft nose landing gear control and traction steering loading system as described in claim 2, characterized in that, Two fork arms (660) are symmetrically arranged on the top of the lifting frame. A wheel simulation shaft (670) is rotatably arranged between the two fork arms (660). The middle part of the wheel simulation shaft (670) is used to connect the support shaft (110) of the landing gear (100). Plates extending horizontally to the same side are arranged at both ends of the wheel simulation shaft (670). A loading shaft (550) is rotatably installed at the end of the two plates away from the wheel simulation shaft (670). The end of the horizontal section (521) away from the vertical section (522) is rotatably connected to the middle part of the loading shaft (550).

4. The aircraft nose landing gear control and traction steering loading system as described in claim 1, characterized in that, The drive end of the first drive assembly (210) is connected to a drive gear (230), and the lower end face of the rotating panel (220) is coaxially fixed with a driven gear (240), and the drive gear (230) meshes with the driven gear (240).

5. The aircraft nose landing gear control and traction steering loading system as described in claim 1, characterized in that, The loading connection includes a bearing housing (320) and a connecting shaft (330). The bearing housing (320) is fixed to the lower end face of the support panel (700). The connecting shaft (330) is rotatably mounted in the bearing housing (320) via a bearing. The upper end of the connecting shaft (330) is fixedly connected to the rotating panel (220) via a torque sensor (340). The lower end of the connecting shaft (330) is provided with a loading gear (350) that is connected to the second drive assembly (310) for transmission. The bottom end of the connecting shaft (330) is connected to an encoder (360), which is used to measure the loading angle of the connecting shaft (330) in real time.

6. The aircraft nose landing gear control and traction steering loading system as described in claim 5, characterized in that, A support plate (370) is fixed to the lower end face of the support panel (700). The second drive assembly (310) is horizontally mounted on the support plate (370). The drive end of the second drive assembly (310) is connected to a drive rack (380), which meshes with the loading gear (350).

7. The aircraft nose landing gear control and traction steering loading system as described in claim 6, characterized in that, The second drive assembly (310) consists of two components, which are symmetrical about the axial center of the connecting shaft (330). The two drive racks (380) form opposite motion trajectories to synchronously drive the loading gear (350) to rotate.

8. The aircraft nose landing gear control and traction steering loading system as described in claim 1, characterized in that, The lifting frame includes a movable frame (430) and a fixed frame (420). The fixed frame (420) is fixedly disposed on the upper surface of the rotating panel (220). The movable frame (430) is disposed above the fixed frame (420) and connected to the support shaft (110) of the landing gear (100). The driving end of the upper part of the lifting member (410) is connected to the movable frame (430) and is used to drive the movable frame (430) to slide longitudinally along the fixed frame (420).

9. The aircraft nose landing gear control and traction steering loading system as described in any one of claims 1-8, characterized in that, The top of the lifting frame is provided with a translation component, which can provide the freedom of translation in the left, right and forward and backward directions. The upper end of the translation component is fixedly provided with a lifting column (640), and the top of the lifting column (640) is provided with a connecting member for rotatably connecting the support shaft (110) of the landing gear (100).

10. The aircraft nose landing gear control and traction steering loading system as described in claim 9, characterized in that, The translation component includes a first moving plate (610) and a second moving plate (620) arranged horizontally from top to bottom. Guide rail slider assemblies (630) are provided between the first moving plate (610) and the second moving plate (620) and between the second moving plate (620) and the top of the lifting frame. The two guide rail slider assemblies (630) have degrees of freedom for translation in the front-back direction and degrees of freedom for translation in the left-right direction, respectively.

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