Aircraft testing device

Abstract

The invention relates to the technical field of aircraft testing, and particularly discloses an aircraft testing device which comprises a rack, a counterweight unit arranged on the rack, a testing unit, a power supply unit and a domain controller. The counter weight unit and the testing unit are arranged on the two sides of the rack respectively, the power supply unit is electrically connected with the domain controller and the testing unit and supplies power to the domain controller and the testing unit, the domain controller is electrically connected with the testing unit, and the domain controller is used for receiving and processing sensing data collected by the testing unit to achieve simulation verification of an aircraft intelligent driving algorithm; the testing unit comprises a first lifting frame connected with the rack and a second lifting frame connected with the other end of the first lifting frame, a sensor support is installed on the second lifting frame, the first lifting frame and the second lifting frame are rotationally connected through a first rotating assembly, and at least one set of sensor elements are arranged on the sensor support; the sensor element is used for detecting the surrounding simulated flight environment and generating corresponding environment sensing data when the simulation test is carried out.

Description

Technical Field

[0001] This invention relates to the field of aircraft testing technology, and in particular discloses an aircraft testing apparatus. Background Technology

[0002] With the rapid development of intelligent driving technology for aircraft, higher requirements are being placed on the reliability and safety of its algorithms. Simulation testing, as a key link in algorithm verification, is costly if conducted directly on the aircraft itself. Existing testing methods also suffer from problems such as insufficient environmental simulation realism, low sensor integration, and difficulty in reproducing multi-dimensional motion states. Therefore, in order to accelerate the research and development process and reduce testing costs and difficulties, a test bench is needed to test the performance of sensors and intelligent driving algorithms. Summary of the Invention

[0003] In order to overcome the shortcomings and deficiencies of the existing technology, the purpose of this invention is to provide an aircraft testing device.

[0004] To achieve the above objectives, the aircraft testing device of the present invention includes a frame, a counterweight unit, a testing unit, a power supply unit, and a domain controller mounted on the frame; the counterweight unit and the testing unit are respectively mounted on both sides of the frame, the power supply unit is electrically connected to and supplies power to the domain controller and the testing unit, the domain controller is electrically connected to the testing unit, and the domain controller is used to receive and process the sensor data collected by the testing unit to realize the simulation verification of the intelligent driving algorithm of the aircraft.

[0005] The test unit includes a first lifting frame connected to the frame and a second lifting frame connected to the other end of the first lifting frame. A sensor bracket is installed on the second lifting frame. The first lifting frame and the second lifting frame are rotatably connected via a first rotating assembly. The sensor bracket is provided with at least one set of sensor elements. When the sensor bracket is subjected to simulation testing, the sensor elements detect the surrounding simulated flight environment and generate corresponding environmental perception data.

[0006] By setting up counterweight units and test units on both sides of the frame, the system ensures balance and stability during testing. A power supply unit powers all components, and a domain controller processes data from the test units to perform algorithm simulation and verification. The rotatable mounting brackets and sensor supports within the test units can flexibly simulate different flight states, improving the comprehensiveness and accuracy of the testing. The counterweight units and test units are located on opposite sides of the frame. The power supply unit powers both the domain controller and the test units. The first mounting bracket of the test unit is connected to the frame, and the other end is connected to a second mounting bracket via a first rotating assembly. Sensor elements are mounted on the sensor brackets of the second mounting bracket. During operation, the sensor elements detect the surrounding simulated flight environment, generate data, and transmit it to the domain controller. The domain controller processes this data to complete the simulation and verification of the aircraft's intelligent flight algorithm.

[0007] The platform also includes a second rotating assembly. The first lifting frame is rotatably connected to the frame via the second rotating assembly. The second rotating assembly includes a universal joint connected to the frame and a yaw shaft connected to the other end of the universal joint. The other end of the yaw shaft is connected to the first lifting frame. When the yaw shaft rotates, it drives the sensor brackets of the first and second lifting frames to rotate horizontally left and right around the axis of the yaw shaft.

[0008] The first lifting frame is rotatably connected to the frame via a universal joint and a yaw shaft, allowing the sensor bracket to rotate horizontally left and right around the yaw shaft axis. This more accurately simulates the yaw motion of the aircraft, further enhancing the realism and comprehensiveness of the test. Specifically, the first lifting frame of the test bench is connected to the frame via a second rotating assembly. One end of the universal joint of this assembly is connected to the frame, and the other end is connected to the yaw shaft. The other end of the yaw shaft is connected to the first lifting frame. When the yaw shaft rotates, it drives the first lifting frame, the second lifting frame, and the sensor bracket to rotate horizontally left and right around its axis, thus completing the simulation verification of the aircraft's intelligent driving algorithm in conjunction with the existing structure.

[0009] The hoisting frame includes a first horizontal bar, a first vertical bar, and a second vertical bar, which are respectively vertically arranged on both sides of the first horizontal bar. The first horizontal bar of the first hoisting frame is connected to a second rotating assembly, and the first and second vertical bars are respectively connected to the second rotating assembly. The second rotating assembly includes a first rotating bearing arranged on the first vertical bar, a second rotating bearing arranged on the second vertical bar, and a roll shaft arranged between the first and second rotating bearings. The second hoisting frame is fixedly connected to the second roll shaft, and the axis of the roll shaft is perpendicular to the axis of the yaw shaft. When the roll shaft rotates, it will cause the sensor bracket on the second hoisting frame to tilt left and right around the axis of the roll shaft.

[0010] The rational design of the hoisting frame and the setting of the roll axis allow the sensor bracket to tilt left and right around the roll axis, forming a multi-directional motion simulation in conjunction with the yaw axis. This further enriches the motion states of the aircraft simulation test and enhances the realism and comprehensiveness of the test. The specific implementation is as follows: The hoisting frame includes a first horizontal bar and a first vertical bar and a second vertical bar vertically arranged on both sides of it. The first horizontal bar and the first and second vertical bars of the first hoisting frame are respectively connected to a second rotating assembly. The first and second rotating bearings of the second rotating assembly are respectively located on the first and second vertical bars. The roll axis is placed between the two components. The second hoisting frame is fixedly connected to the roll axis, and the axis of the roll axis is perpendicular to the axis of the yaw axis. When the roll axis rotates, it causes the sensor bracket on the second hoisting frame to tilt left and right around its axis, completing the simulation test in conjunction with other structures.

[0011] The platform also includes a third rotating assembly. The second hoisting frame is connected to the sensor bracket via the third rotating assembly. The third rotating assembly includes a pitch axis, a third rotating bearing and a fourth rotating bearing respectively disposed at both ends of the pitch axis. The third rotating bearing and the fourth rotating bearing are respectively installed on the first vertical rod and the second vertical rod of the second hoisting frame. The middle part of the sensor bracket is connected to the pitch axis. The axis of the pitch axis is perpendicular to the axes of the roll axis and the yaw axis, forming a three-axis orthogonal rotation structure. When the pitch axis rotates, it drives the sensor bracket to rotate up and down around the axis of the pitch axis.

[0012] By forming a three-axis orthogonal rotation structure with the pitch, roll, and yaw axes, the third rotating component can drive the sensor bracket to rotate up and down, simulating the aircraft's motion in the pitch direction from all angles. Combined with motion simulations in other directions, this greatly improves the simulation accuracy of complex aircraft motion states, making the test more closely resemble actual flight scenarios and enhancing the accuracy of algorithm verification. Specifically, the third rotating component of the test bench includes a pitch axis and third and fourth rotating bearings at both ends. The third and fourth rotating bearings are respectively mounted on the first and second vertical rods of the second hoisting frame. The sensor bracket is connected to the pitch axis in the middle, and the axis of the pitch axis is perpendicular to the axes of the roll and yaw axes. When the pitch axis rotates, it drives the sensor bracket to rotate up and down around its axis, cooperating with other rotating components to complete the simulation test.

[0013] The sensor bracket includes a plate component and a camera, lidar, and / or millimeter-wave radar mounted on the plate component. The camera is used to acquire visible light image information in the simulated flight environment. The lidar is used to acquire three-dimensional point cloud data of the surrounding environment and identify the outline and distance of obstacles. The millimeter-wave radar is used to detect the speed and orientation information of targets. The detection areas of the camera, lidar, and millimeter-wave radar have a preset overlap range. The camera, lidar, and millimeter-wave radar transmit the acquired data back to the domain controller. The domain controller fuses the transmitted data using a data fusion algorithm and outputs simulation verification data for the aircraft's intelligent driving algorithm.

[0014] Integrating a camera, lidar, and millimeter-wave radar, the system collects visible light images, 3D point cloud data, and target velocity and orientation information, respectively. The detection areas overlap by a preset range, allowing the domain controller to obtain more comprehensive and accurate information through data fusion algorithms, thereby improving the reliability of the aircraft's intelligent driving algorithm simulation verification. Specifically, the sensor bracket houses the camera, lidar, and millimeter-wave radar. The camera collects visible light images of the simulated flight environment; the lidar acquires 3D point cloud data of the surrounding environment to identify obstacle outlines and distances; and the millimeter-wave radar detects the target's velocity and orientation information. All three sensors transmit the data back to the domain controller, which then fuses the data using a data fusion algorithm and outputs the simulation verification data for the aircraft's intelligent driving algorithm.

[0015] The frame includes a lifting mechanism and a telescopic mechanism mounted on the lifting mechanism. A counterweight unit and a testing unit are respectively mounted at both ends of the telescopic mechanism. The lifting mechanism includes a placement platform, a cross mechanism mounted under the placement platform, and an adjustment component connected to the cross lifting mechanism. The adjustment component includes a first drive motor, a lead screw connected to the output end of the first drive motor, and a nut seat sleeved on the lead screw. The nut seat is hinged to the bottom crossbar of the cross mechanism. The first drive motor drives the lead screw to rotate, thereby causing the nut seat to move along the axial direction of the lead screw, which in turn pushes the cross mechanism to unfold or fold to adjust the height of the lifting mechanism.

[0016] The overall height of the test bench can be flexibly adjusted via a lifting mechanism. The first and second telescopic mechanisms on both sides can adjust the positions of the counterweight unit and the test unit respectively, thus adapting to the height and spacing requirements of different testing scenarios and enhancing the versatility and testing flexibility of the test bench. Simultaneously, the lifting mechanism employs a cross mechanism and a lead screw-driven adjustment component, making height adjustment more stable and precise. Specifically, the lifting mechanism of the frame includes a placement platform, a cross mechanism below it, and an adjustment component. The first drive motor of the adjustment component drives the lead screw to rotate, causing the nut seat fitted on the lead screw to move axially, thereby pushing the cross mechanism to unfold or fold to adjust the height. The first telescopic mechanism on both sides of the lifting mechanism connects to the counterweight unit, and the second telescopic mechanism connects to the test unit. The telescopic movement adjusts the distance between the counterweight unit and the test unit, cooperating with other structures of the test bench to complete simulation testing.

[0017] The telescopic mechanism includes a movable guide rail, a movable plate slidably mounted on the movable guide rail, and a second drive motor that drives the movable plate to reciprocate on the movable guide rail. The counterweight unit or test unit is mounted on the movable plate. The movable guide rail includes a movable rod and a gear set that meshes with the movable rod. The output shaft of the second drive motor is connected to the gear set, and the other end of the gear set is fixedly connected to the movable plate. The second drive motor drives the gear set to make linear motion on the movable rod to drive the movable plate to reciprocate, thereby adjusting the distance between the test unit and the counterweight unit.

[0018] The movement of the movable plate is driven by the cooperation of a second drive motor, a gear set, and a moving rod, which can precisely control the position of the counterweight unit or the test unit and flexibly adjust the distance between them. The gear meshing transmission has high precision and stability, ensuring the accuracy of the distance adjustment and further improving the adaptability of the test bench in different testing scenarios. Specifically, the telescopic mechanism consists of a moving guide rail, a movable plate, and a second drive motor. The movable plate slides on the moving guide rail, and the counterweight unit or test unit is placed on the movable plate. The moving guide rail includes a moving rod and a gear set meshing with it. The output shaft of the second drive motor is connected to the gear set, and the other end of the gear set is fixed to the movable plate. When the second drive motor is working, it drives the gear set to move linearly on the moving rod, causing the movable plate to move back and forth, thereby adjusting the distance between the test unit and the counterweight unit, and cooperating with other structures of the frame to complete the simulation test.

[0019] The first output terminal of the power supply unit is connected in series with the sensor element, and the second output terminal of the power supply unit is connected in series with the domain controller; the first output terminal is connected in series with a fuse, a first air switch, a voltage converter, an emergency stop switch, a second air switch, a fuse, and the sensor element; the second output terminal of the power supply unit is connected in series with a fuse, an emergency stop switch, a third air switch, and the domain controller.

[0020] By connecting fuses, air switches, and emergency stop switches in series at different output terminals, multiple layers of protection can be provided for the sensor components and domain controller, effectively preventing damage to the equipment from faults such as circuit overload and short circuits. The emergency stop switch can also quickly cut off the power supply in emergencies, improving the safety of the test bench operation. At the same time, the voltage converter at the first output terminal can provide an appropriate voltage for the sensor components, ensuring their stable operation. The specific implementation is as follows: the first output terminal of the power supply unit is connected in series with the sensor components, followed by a fuse, a first air switch, a voltage converter, an emergency stop switch, a second air switch, a fuse, and the sensor components in sequence; the second output terminal is connected in series with the domain controller, followed by a fuse, an emergency stop switch, a third air switch, and the domain controller in sequence. This circuit connection provides power to each component, ensuring the normal operation of the test bench.

[0021] The counterweight unit includes a fixed base mounted on the frame, a hook connected to the fixed base, and a counterweight block that can be hung on the hook. The counterweight block includes a main frame, a ring set on the main frame, and a counterweight module detachably set on the main frame. The counterweight module has a slot in the middle, and the counterweight module is plugged into and plugged into the main frame via the slot.

[0022] By combining the fixed base, hooks and counterweights, the number of counterweights can be flexibly adjusted according to the weight of the test unit to ensure the balance of both sides of the test bench and enhance the stability during testing. The counterweight adopts the structure of the main frame and the detachable counterweight module, and the counterweight module is connected to the main frame through slots, which facilitates quick addition and removal of counterweights and improves the convenience of counterweight adjustment.

[0023] The universal joint includes a spherical core, a first sleeve and a second sleeve surrounding the spherical core. The first sleeve is connected to the frame via a connecting shaft, and the second sleeve is connected to the yaw shaft via a connecting shaft.

[0024] The spherical core and the surrounding first and second sleeves allow for flexible rotation at multiple angles, providing excellent steering adaptability for the connection between the first lifting frame and the frame. This ensures smooth rotation of related components driven by the yaw shaft. Simultaneously, the first and second sleeves are connected to the frame and yaw shaft respectively via connecting shafts, enhancing the stability and reliability of the connection. Specifically, the universal joint includes a spherical core and surrounding first and second sleeves. The first sleeve is connected to the frame via a connecting shaft, and the second sleeve is connected to the yaw shaft via a connecting shaft. Flexible rotation is achieved through the cooperation of the spherical core and sleeves, working in conjunction with other rotating components of the test bench to simulate yaw motion in aircraft simulation testing.

[0025] The beneficial effects of this invention are as follows: This invention achieves balance and stability through counterweight units on both sides of the frame and the testing unit. The testing unit utilizes multiple sets of rotating components to form a three-axis orthogonal rotation structure, combined with an adjustable frame and telescopic mechanism, to flexibly simulate various motion states of the aircraft. The sensor bracket integrates multiple types of sensors, and the data fusion algorithm of the domain controller improves perception accuracy. The power supply unit's multi-protection design ensures operational safety. It can comprehensively and accurately reproduce the actual flight scenarios of the aircraft, significantly improving the realism and comprehensiveness of intelligent driving algorithm simulation verification. It also possesses high flexibility and adaptability, meeting different testing needs, and operates safely and stably, providing a reliable testing platform for the research and development of intelligent driving technology for aircraft while reducing testing costs. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0027] Figure 2This is a schematic diagram of the structure of the test unit of the present invention;

[0028] Figure 3 This is a schematic diagram of the lifting mechanism of the present invention;

[0029] Figure 4 This is a schematic diagram of the telescopic mechanism of the present invention;

[0030] Figure 5 For the present invention Figure 4 A magnified structural diagram of part A in the middle;

[0031] Figure 6 This is a simplified diagram of the sensor power supply circuit of the present invention;

[0032] Figure 7 This is a simplified diagram of the power supply circuit for the domain controller of the present invention;

[0033] Figure 8 This is a schematic diagram of the universal joint structure of the present invention.

[0034] The reference numerals in the figures include:

[0035] 1. Frame; 2. Counterweight unit; 3. Test unit; 4. Power supply unit; 5. Domain controller; 6. First lifting frame; 7. Second lifting frame; 8. Sensor bracket; 9. First rotating assembly; 11. Second rotating assembly; 12. Universal joint; 13. Yaw shaft; 14. First crossbar; 15. First vertical bar; 16. Second vertical bar; 17. First rotary bearing; 18. Second rotary bearing; 19. Roll shaft; 21. Third rotating assembly; 22. Pitch shaft; 23. Third rotary bearing; 24. Fourth rotary bearing; 25. Plate body; 26. Camera; 27. LiDAR; 28. Millimeter-wave radar; 29. ​​Lifting mechanism; 31. First telescopic... 32. Second telescopic mechanism; 33. Placement platform; 34. Cross mechanism; 35. Adjustment component; 36. First drive motor; 37. Lead screw; 38. Nut seat; 39. Moving guide rail; 41. Moving plate; 42. Second drive motor; 43. Moving rod; 44. Gear set; 45. Fuse; 46. First air switch; 47. Voltage converter; 48. Emergency stop switch; 49. Second air switch; 52. Sensor element; 53. Third air switch; 54. Fixing base; 55. Hook; 56. Main frame; 57. Ring; 58. Counterweight module; 59. Slot; 61. Spherical core; 62. First sleeve; 63. Second sleeve. Detailed Implementation

[0036] To facilitate understanding by those skilled in the art, the present invention will be further described below with reference to embodiments and accompanying drawings. The content mentioned in the embodiments is not intended to limit the present invention.

[0037] Please see Figures 1 to 8 As shown, the aircraft testing device of the present invention includes a frame 1, a counterweight unit 2, a testing unit 3, a power supply unit 4, and a domain controller 5 mounted on the frame 1. The counterweight unit 2 and the testing unit 3 are respectively mounted on both sides of the frame 1. The power supply unit 4 is electrically connected to and supplies power to the domain controller 5 and the testing unit 3. The domain controller 5 is electrically connected to the testing unit 3 and is used to receive and process the sensor data collected by the testing unit 3 to realize the simulation verification of the intelligent driving algorithm of the aircraft.

[0038] The test unit 3 includes a first lifting frame 6 connected to the frame 1 and a second lifting frame 7 connected to the other end of the first lifting frame 6. A sensor bracket 8 is installed on the second lifting frame 7. The first lifting frame 6 and the second lifting frame 7 are rotatably connected via a first rotating assembly 9. The sensor bracket 8 is provided with at least one set of sensor elements 52. The sensor elements 52 detect the surrounding simulated flight environment and generate corresponding environmental perception data when the sensor bracket 8 is subjected to simulation testing.

[0039] The counterweight unit 2 and test unit 3 are respectively set on both sides of the frame 1 to ensure balance and stability during testing. The power supply unit 4 supplies power to all components. The domain controller 5 processes the data from the test unit 3 to realize algorithm simulation verification. The rotatable hoisting frame and sensor bracket 8 in the test unit 3 can flexibly simulate different motion states of the aircraft, improving the comprehensiveness and accuracy of the test. The counterweight unit 2 and test unit 3 are located on both sides of the frame 1. The power supply unit 4 supplies power to the domain controller 5 and test unit 3. The first hoisting frame 6 of the test unit 3 is connected to the frame 1, and the other end is connected to the second hoisting frame 7 through the first rotating component 9. The sensor bracket 8 on the second hoisting frame 7 is equipped with sensor element 52. During operation, the sensor element 52 detects the surrounding simulated flight environment, generates data, and transmits it to the domain controller 5. After processing, the domain controller 5 completes the simulation verification of the aircraft's intelligent driving algorithm.

[0040] The platform also includes a second rotating assembly 11. The first lifting frame 6 is rotatably connected to the frame 1 via the second rotating assembly 11. The second rotating assembly 11 includes a universal joint 12 connected to the frame 1 and a yaw shaft 13 connected to the other end of the universal joint 12. The other end of the yaw shaft 13 is connected to the first lifting frame 6. When the yaw shaft 13 rotates, it drives the sensor brackets 8 of the first lifting frame 6 and the second lifting frame 7 to rotate horizontally left and right around the axis of the yaw shaft 13.

[0041] The first lifting frame 6 is rotatably connected to the frame 1 via a universal joint 12 and a yaw shaft 13, allowing the sensor bracket 8 to rotate horizontally left and right around the axis of the yaw shaft 13. This more accurately simulates the yaw motion of the aircraft, further enhancing the realism and comprehensiveness of the test. Specifically, the first lifting frame 6 of the test bench is connected to the frame 1 via a second rotating assembly 11. One end of the universal joint 12 of this assembly is connected to the frame 1, and the other end is connected to the yaw shaft 13. The other end of the yaw shaft 13 is connected to the first lifting frame 6. When the yaw shaft 13 rotates, it drives the first lifting frame 6, the second lifting frame 7, and the sensor bracket 8 to rotate horizontally left and right around its axis, thus completing the simulation verification of the aircraft's intelligent driving algorithm in conjunction with the existing structure.

[0042] The hoisting frame includes a first horizontal bar 14, a first vertical bar 15 and a second vertical bar 16 respectively vertically arranged on both sides of the first horizontal bar 14; the first horizontal bar 14 of the first hoisting frame 6 is connected to the second rotating assembly 11, and the first vertical bar 15 and the second vertical bar 16 are respectively connected to the second rotating assembly 11; the second rotating assembly 11 includes a first rotating bearing 17 respectively arranged on the first vertical bar 15, a second rotating bearing 18 arranged on the second vertical bar 16, and a roll shaft 19 arranged between the first rotating bearing 17 and the second rotating bearing 18; the second hoisting frame 7 is fixedly connected to the second roll shaft 19, and the axis of the roll shaft 19 is perpendicular to the axis of the yaw shaft 13; when the roll shaft 19 rotates, it will cause the sensor bracket 8 on the second hoisting frame 7 to tilt left and right around the axis of the roll shaft 19.

[0043] The rational design of the hoisting frame and the setting of the roll axis 19 enable the sensor bracket 8 to tilt left and right around the axis of the roll axis 19, forming a multi-directional motion simulation in conjunction with the yaw axis 13. This further enriches the motion state of the aircraft simulation test and improves the realism and comprehensiveness of the test. Specifically, the hoisting frame includes a first horizontal bar 14 and a first vertical bar 15 and a second vertical bar 16 vertically arranged on both sides. The first horizontal bar 14 and the first and second vertical bars 16 of the first hoisting frame 6 are respectively connected to the second rotating assembly 11. The first rotating bearing 17 and the second rotating bearing 18 of the second rotating assembly 11 are respectively located on the first vertical bar 15 and the second vertical bar 16. The roll axis 19 is placed between the two. The second hoisting frame 7 is fixedly connected to the roll axis 19, and the axis of the roll axis 19 is perpendicular to the axis of the yaw axis 13. When the roll axis 19 rotates, it drives the sensor bracket 8 on the second hoisting frame 7 to tilt left and right around its axis, completing the simulation test in conjunction with other structures.

[0044] The platform also includes a third rotating assembly 21. The second hoisting frame 7 is connected to the sensor bracket 8 via the third rotating assembly 21. The third rotating assembly 21 includes a pitch axis 22, a third rotating bearing 23 and a fourth rotating bearing 24 respectively disposed at both ends of the pitch axis 22. The third rotating bearing 23 and the fourth rotating bearing 24 are respectively mounted on the first vertical rod 15 and the second vertical rod 16 of the second hoisting frame 7. The middle part of the sensor bracket 8 is connected to the pitch axis 22. The axis of the pitch axis 22 is perpendicular to the axes of the roll axis 19 and the yaw axis 13 respectively, forming a three-axis orthogonal rotation structure. When the pitch axis 22 rotates, it drives the sensor bracket 8 to rotate up and down around the axis of the pitch axis 22.

[0045] The pitch axis 22, roll axis 19, and yaw axis 13 form a three-axis orthogonal rotation structure. The third rotation component 21 can drive the sensor bracket 8 to rotate up and down, simulating the aircraft's motion in the pitch direction in all directions. Combined with motion simulation in other directions, it greatly improves the simulation degree of complex motion states of the aircraft, making the test more in line with the actual flight scenario and improving the accuracy of algorithm verification. The specific implementation is as follows: The third rotation component 21 of the test bench includes a pitch axis 22 and third and fourth rotation bearings 24 at both ends. The third and fourth rotation bearings 24 are respectively installed on the first vertical rod 15 and the second vertical rod 16 of the second hoisting frame 7. The middle part of the sensor bracket 8 is connected to the pitch axis 22, and the axis of the pitch axis 22 is perpendicular to the axes of the roll axis 19 and the yaw axis 13. When the pitch axis 22 rotates, it drives the sensor bracket 8 to rotate up and down around its axis, cooperating with other rotation components to complete the simulation test.

[0046] The sensor bracket 8 includes a plate 25, a camera 26, a lidar 27 and / or a millimeter-wave radar 28 mounted on the plate 25. That is, depending on the actual application scenario, the plate 25 may only have the camera 26, only have the lidar 27, only have the millimeter-wave radar 28, have both the camera 26 and the lidar 27, have both the camera 26 and the millimeter-wave radar 28, or have both the lidar 27 and the millimeter-wave radar 28. Preferably, the plate 25 is equipped with the camera 26, the lidar 27 and the millimeter-wave radar 28. The camera 26 is used to acquire visible light image information in the simulated flight environment. The lidar 27 is used to acquire three-dimensional point cloud data of the surrounding environment and identify the outline and distance of obstacles. The millimeter-wave radar 28 is used to detect the speed and orientation information of the target. The detection areas of the camera 26, lidar 27 and millimeter-wave radar 28 have a preset overlap range. The camera 26, lidar 27 and millimeter-wave radar 28 transmit the acquired data back to the domain controller 5. The domain controller 5 fuses the transmitted data through a data fusion algorithm and outputs the simulation verification data of the aircraft intelligent driving algorithm.

[0047] The system integrates a camera 26, a lidar 27, and a millimeter-wave radar 28. These three sensors respectively acquire visible light images, 3D point cloud data, and target velocity and orientation information. The detection areas have a preset overlap range, allowing the domain controller 5 to obtain more comprehensive and accurate information through data fusion algorithms, thereby improving the reliability of the aircraft's intelligent driving algorithm simulation verification. Specifically, the sensor bracket 8 has a plate 25 housing the camera 26, lidar 27, and millimeter-wave radar 28. The camera 26 acquires visible light images of the simulated flight environment; the lidar 27 acquires 3D point cloud data of the surrounding environment to identify the outlines and distances of obstacles; and the millimeter-wave radar 28 detects the target's velocity and orientation information. All three sensors transmit the data back to the domain controller 5. The domain controller 5 fuses the data using a data fusion algorithm and outputs the simulation verification data for the aircraft's intelligent driving algorithm.

[0048] The frame 1 includes a lifting mechanism 29 and a telescopic mechanism mounted on the lifting mechanism 29. A counterweight unit 2 and a testing unit 3 are respectively mounted at both ends of the telescopic mechanism. Preferably, the telescopic mechanism includes a first telescopic mechanism 31 and a second telescopic mechanism 32, which are respectively mounted on both sides of the lifting mechanism 29. The first telescopic mechanism 31 is connected to the counterweight unit 2, and the second telescopic mechanism 32 is connected to the testing unit 3. The lifting mechanism 29 includes a placement platform 33, a cross mechanism 34 mounted under the placement platform 33, and an adjustment component 35 connected to the cross lifting mechanism 29. The adjustment component 35 includes a first drive motor 36, a lead screw 37 connected to the output end of the first drive motor 36, and a nut seat 38 sleeved on the lead screw 37. The nut seat 38 is hinged to the bottom crossbar of the cross mechanism 34. The first drive motor 36 drives the lead screw 37 to rotate, thereby causing the nut seat 38 to move axially along the lead screw 37, which in turn pushes the cross mechanism 34 to unfold or fold to adjust the height of the lifting mechanism 29.

[0049] The overall height of the test bench can be flexibly adjusted via the lifting mechanism 29. The first and second telescopic mechanisms 32 on both sides can adjust the positions of the counterweight unit 2 and the test unit 3 respectively, thereby adapting to the height and spacing requirements under different testing scenarios and enhancing the versatility and testing flexibility of the test bench. At the same time, the lifting mechanism 29 adopts an adjustment component 35 driven by a cross mechanism 34 and a lead screw 37, making the height adjustment more stable and precise. The specific implementation is as follows: The lifting mechanism 29 of the frame 1 includes a placement platform 33, a cross mechanism 34 below it, and an adjustment component 35. The first drive motor 36 of the adjustment component 35 drives the lead screw 37 to rotate, causing the nut seat 38 sleeved on the lead screw 37 to move axially, thereby pushing the cross mechanism 34 to unfold or fold to adjust the height. The first telescopic mechanism 31 on both sides of the lifting mechanism 29 is connected to the counterweight unit 2, and the second telescopic mechanism 32 is connected to the test unit 3. The distance between the counterweight unit 2 and the test unit 3 is adjusted through the telescopic action, and the simulation test is completed in conjunction with other structures of the test bench.

[0050] The telescopic mechanism includes a movable guide rail 39, a movable plate 41 slidably mounted on the movable guide rail 39, and a second drive motor 42 that drives the movable plate 41 to reciprocate on the movable guide rail 39. The counterweight unit 2 or the test unit 3 is mounted on the movable plate 41. The movable guide rail 39 includes a movable rod 43 and a gear set 44 that meshes with and rotates with the movable rod 43. The output shaft of the second drive motor 42 is connected to the gear set 44, and the other end of the gear set 44 is fixedly connected to the movable plate 41. The second drive motor 42 drives the gear set 44 to make linear motion on the movable rod 43 to drive the movable plate 41 to reciprocate, thereby adjusting the distance between the test unit 3 and the counterweight unit 2.

[0051] The movement of the moving plate 41 is driven by the cooperation of the second drive motor 42, the gear set 44, and the moving rod 43, which can precisely control the position of the counterweight unit 2 or the test unit 3 and flexibly adjust the distance between them. The gear meshing transmission has high precision and stability, ensuring the accuracy of the distance adjustment and further improving the adaptability of the test bench in different testing scenarios. The specific implementation is as follows: The telescopic mechanism consists of a moving guide rail 39, a moving plate 41, and a second drive motor 42. The moving plate 41 is slidably mounted on the moving guide rail 39, and the counterweight unit 2 or the test unit 3 is placed on the moving plate 41. The moving guide rail 39 includes a moving rod 43 and a gear set 44 meshing with it. The output shaft of the second drive motor 42 is connected to the gear set 44, and the other end of the gear set 44 is fixed to the moving plate 41. When the second drive motor 42 is working, it drives the gear set 44 to make linear motion on the moving rod 43, which drives the moving plate 41 to move back and forth, thereby adjusting the distance between the test unit 3 and the counterweight unit 2, and completing the simulation test in conjunction with other structures of the frame 1.

[0052] The first output terminal of the power supply unit 4 is connected in series with the sensor element 52, and the second output terminal of the power supply unit 4 is connected in series with the domain controller 5. The first output terminal is connected in series with the fuse 45, the first air switch 46, the voltage converter 47, the emergency stop switch 48, the second air switch 49, the fuse 45, and the sensor element 52. The second output terminal of the power supply unit 4 is connected in series with the fuse 45, the emergency stop switch 48, the third air switch 53, and the domain controller 5.

[0053] By connecting fuses 45, air switches, and emergency stop switches 48 in series at different output terminals, multiple protections can be formed for sensor element 52 and domain controller 5, effectively preventing damage to the equipment caused by circuit overload, short circuit, and other faults. Emergency stop switch 48 can also quickly cut off the power supply in emergency situations, improving the safety of the test bench operation. At the same time, voltage converter 47 at the first output terminal can provide an appropriate voltage for sensor element 52, ensuring its stable operation. The specific implementation is as follows: the first output terminal of power supply unit 4 is connected in series with sensor element 52, followed by fuse 45, first air switch 46, voltage converter 47, emergency stop switch 48, second air switch 49, fuse 45, and sensor element 52 in sequence; the second output terminal is connected in series with domain controller 5, followed by fuse 45, emergency stop switch 48, third air switch 53, and domain controller 5 in sequence. This circuit connection supplies power to each component, ensuring the normal operation of the test bench.

[0054] The counterweight unit 2 includes a fixed base 54 mounted on the frame 1, a hook 55 connected to the fixed base 54, and a counterweight block that can be hung on the hook 55. The counterweight block includes a main frame 56, a ring 57 set on the main frame 56, and a counterweight module 58 detachably set on the main frame 56. The counterweight module 58 has a slot 59 in the middle, and the counterweight module 58 is plugged into and plugged into the main frame 56 via the slot 59.

[0055] By combining the fixed base 54, hook 55 and counterweight, the number of counterweights can be flexibly adjusted according to the weight of the test unit 3 to ensure the balance of both sides of the platform and enhance the stability during testing. The counterweight adopts the structure of the main frame 56 and the detachable counterweight module 58, and the counterweight module 58 is plugged into and removed from the main frame 56 through the slot 59, which facilitates quick addition and removal of counterweight and improves the convenience of counterweight adjustment.

[0056] The universal joint 12 includes a spherical core 61, a first sleeve 62 and a second sleeve 63 wrapped around the spherical core 61. The first sleeve 62 is connected to the frame 1 via a connecting shaft, and the second sleeve 63 is connected to the yaw shaft 13 via a connecting shaft.

[0057] Through the structural design of the spherical core 61 and the first sleeve 62 and the second sleeve 63 surrounding it, flexible rotation at multiple angles can be achieved, providing good steering adaptability for the connection between the first lifting frame 6 and the frame 1, and ensuring the smoothness of the rotation of the yaw shaft 13 when driving related components. At the same time, the first sleeve 62 and the second sleeve 63 are connected to the frame 1 and the yaw shaft 13 respectively through connecting shafts, enhancing the stability and reliability of the connection. The specific implementation is as follows: the universal joint 12 includes a spherical core 61 and a first sleeve 62 and a second sleeve 63 surrounding it. The first sleeve 62 is connected to the frame 1 through a connecting shaft, and the second sleeve 63 is connected to the yaw shaft 13 through a connecting shaft. Flexible rotation is achieved by the cooperation of the spherical core 61 and the sleeves, and yaw motion simulation in the aircraft simulation test is completed in conjunction with other rotating components of the test bench.

[0058] The rest of this embodiment is the same as that in Embodiment 1. Features not explained in this embodiment are explained using the methods in Embodiment 1, and will not be repeated here.

[0059] The above description is only a preferred embodiment of the present invention. For those skilled in the art, there will be changes in the specific implementation and application scope based on the ideas of the present invention. The content of this specification should not be construed as a limitation of the present invention.

Claims

1. An aircraft testing device, characterized in that: It includes a frame (1), a counterweight unit (2), a test unit (3), a power supply unit (4), and a domain controller (5) mounted on the frame (1); the counterweight unit (2) and the test unit (3) are respectively mounted on both sides of the frame (1), the power supply unit (4) is electrically connected to the domain controller (5) and the test unit (3) and supplies them with power, the domain controller (5) is electrically connected to the test unit (3), and the domain controller (5) is used to receive and process the sensor data collected by the test unit (3) to realize the simulation verification of the intelligent driving algorithm of the aircraft; The test unit (3) includes a first hoisting frame (6) connected to the frame (1) and a second hoisting frame (7) connected to the other end of the first hoisting frame (6). A sensor bracket (8) is installed on the second hoisting frame (7). The first hoisting frame (6) and the second hoisting frame (7) are rotatably connected via a first rotating assembly (9). At least one set of sensor elements (52) is provided on the sensor bracket (8). The sensor elements (52) detect the surrounding simulated flight environment of the sensor bracket (8) during simulation testing and generate corresponding environmental perception data.

2. The aircraft testing apparatus according to claim 1, characterized in that: The platform also includes a second rotating assembly (11). The first hoisting frame (6) is rotatably connected to the frame (1) via the second rotating assembly (11). The second rotating assembly (11) includes a universal joint (12) connected to the frame (1) and a yaw shaft (13) connected to the other end of the universal joint (12). The other end of the yaw shaft (13) is connected to the first hoisting frame (6). When the yaw shaft (13) rotates, it drives the sensor brackets (8) of the first hoisting frame (6) and the second hoisting frame (7) to rotate horizontally left and right around the axis of the yaw shaft (13).

3. The aircraft testing apparatus according to claim 2, characterized in that: The hoisting frame includes a first horizontal bar (14), a first vertical bar (15) and a second vertical bar (16) respectively vertically arranged on both sides of the first horizontal bar (14); the first horizontal bar (14) of the first hoisting frame (6) is connected to the second rotating assembly (11), and the first vertical bar (15) and the second vertical bar (16) are respectively connected to the second rotating assembly (11); the second rotating assembly (11) includes a first rotating bearing (17) respectively arranged on the first vertical bar (15), a second rotating bearing (18) arranged on the second vertical bar (16) and a roll shaft (19) arranged between the first rotating bearing (17) and the second rotating bearing (18), the second hoisting frame (7) is fixedly connected to the second roll shaft (19), and the axis of the roll shaft (19) is perpendicular to the axis of the yaw shaft (13); when the roll shaft (19) rotates, it will drive the sensor bracket (8) on the second hoisting frame (7) to tilt left and right around the axis of the roll shaft (19).

4. The aircraft testing apparatus according to claim 3, characterized in that: The platform also includes a third rotating assembly (21). The second hoisting frame (7) is connected to the sensor bracket (8) via the third rotating assembly (21). The third rotating assembly (21) includes a pitch axis (22), a third rotating bearing (23) and a fourth rotating bearing (24) respectively disposed at both ends of the pitch axis (22). The third rotating bearing (23) and the fourth rotating bearing (24) are respectively installed on the first vertical rod (15) and the second vertical rod (16) of the second hoisting frame (7). The middle part of the sensor bracket (8) is connected to the pitch axis (22). The axis of the pitch axis (22) is perpendicular to the axes of the roll axis (19) and the yaw axis (13) respectively, forming a three-axis orthogonal rotation structure. When the pitch axis (22) rotates, it drives the sensor bracket (8) to rotate up and down around the axis of the pitch axis (22).

5. The aircraft testing apparatus according to claim 1, characterized in that: The sensor bracket (8) includes a plate (25), a camera (26), a lidar (27) and / or a millimeter-wave radar (28) mounted on the plate (25); the camera (26) is used to collect visible light image information in the simulated flight environment, the lidar (27) is used to acquire three-dimensional point cloud data of the surrounding environment and identify the outline and distance of obstacles, and the millimeter-wave radar (28) is used to detect the speed and orientation information of the target. The detection areas of the camera (26), lidar (27) and / or millimeter-wave radar (28) have a preset overlap range. The camera (26), lidar (27) and / or millimeter-wave radar (28) transmit the acquired data back to the domain controller (5). The domain controller (5) fuses the transmitted data through a data fusion algorithm and outputs the simulation verification data of the intelligent driving algorithm of the aircraft.

6. The aircraft testing apparatus according to claim 1, characterized in that: The frame (1) includes a lifting mechanism (29) and a telescopic mechanism set on the lifting mechanism (29). The counterweight unit (2) and the test unit (3) are respectively set at both ends of the telescopic mechanism. The lifting mechanism (29) includes a placement platform (33), a cross mechanism (34) set under the placement platform (33), and an adjustment component (35) connected to the cross lifting mechanism (29). The adjustment component (35) includes a first drive motor (36), a lead screw (37) connected to the output end of the first drive motor (36), and a nut seat (38) sleeved on the lead screw (37). The nut seat (38) is hinged to the bottom crossbar of the cross mechanism (34). The first drive motor (36) drives the lead screw (37) to rotate so as to drive the nut seat (38) to move along the axial direction of the lead screw (37), thereby pushing the cross mechanism (34) to unfold or fold to adjust the height of the lifting mechanism (29).

7. The aircraft testing apparatus according to claim 6, characterized in that: The telescopic mechanism includes a movable guide rail (39), a movable plate (41) slidably mounted on the movable guide rail (39), and a second drive motor (42) that drives the movable plate (41) to reciprocate on the movable guide rail (39). The counterweight unit (2) or the test unit (3) is mounted on the movable plate (41). The movable guide rail (39) includes a movable rod (43) and a gear set (44) that meshes with the movable rod (43). The output shaft of the second drive motor (42) is connected to the gear set (44), and the other end of the gear set (44) is fixedly connected to the movable plate (41). The second drive motor (42) drives the gear set (44) to make linear motion on the movable rod (43) to drive the movable plate (41) to reciprocate, thereby adjusting the size of the distance between the test unit (3) and the counterweight unit (2).

8. The aircraft testing apparatus according to claim 1, characterized in that: The first output terminal of the power supply unit (4) is connected in series with the sensor element (52), and the second output terminal of the power supply unit (4) is connected in series with the domain controller (5). The first output terminal is connected in series with the fuse (45), the first air switch (46), the voltage converter (47), the emergency stop switch (48), the second air switch (49), the fuse (45), and the sensor element (52). The second output terminal of the power supply unit (4) is connected in series with the fuse (45), the emergency stop switch (48), the third air switch (53), and the domain controller (5).

9. The aircraft testing apparatus according to claim 1, characterized in that: The counterweight unit (2) includes a fixed base (54) mounted on the frame (1), a hook (55) connected to the fixed base (54), and a counterweight block that can be hung on the hook (55). The counterweight block includes a main frame (56), a ring (57) set on the main frame (56), and a counterweight module (58) detachably set on the main frame (56). The counterweight module (58) has a slot (59) in the middle, and the counterweight module (58) is plugged into and plugged into the main frame (56) via the slot (59).

10. The aircraft testing apparatus according to claim 1, characterized in that: The universal joint (12) includes a spherical core (61), a first sleeve (62) wrapped around the spherical core (61), and a second sleeve (63). The first sleeve (62) is connected to the frame (1) via a connecting shaft, and the second sleeve (63) is connected to the yaw shaft (13) via a connecting shaft.

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