An aircraft wheel frame static test apparatus

Abstract

The present application belongs to the technical field of aircraft take-off and landing system test equipment, and particularly relates to a kind of aircraft wheel frame type static test device, including main frame, wheel mounting assembly, radial loading assembly and lateral loading assembly;Wheel mounting assembly is fixedly connected on main frame, and wheel mounting assembly is used to fix and adjust the axial position of wheel;Radial loading assembly includes pressure plate, radial oil cylinder and guide limiting structure, pressure plate is fixedly connected with main frame through guide limiting structure, one end of radial oil cylinder is connected with pressure plate, and the other end of radial oil cylinder is connected with main frame through tension plate;Lateral loading assembly includes lateral oil cylinder and lateral force transmission structure, lateral oil cylinder is connected with main frame through lateral force beam, and is used to apply lateral load to wheel;The working surface of pressure plate is provided with detachable friction plate and side plate.The present application can solve the problems of poor size adaptability, low test precision, insufficient safety and weak universality.

Description

Technical Field

[0001] This invention belongs to the technical field of aircraft takeoff and landing system test equipment, and particularly relates to an aircraft wheel frame type static test device. Background Technology

[0002] As a critical load-bearing component of an aircraft's takeoff and landing system, the static performance of aircraft wheels directly affects flight safety. Before installation, rigorous static tests must be conducted according to airworthiness regulations to verify their structural strength and deformation characteristics under ultimate loads. Currently, the static testing equipment commonly used in the industry is mostly dedicated enclosed test benches. These devices are typically designed for specific wheel models and have significant limitations. First, the fixed loading stroke and installation space of the test bench result in a narrow range of wheel sizes that can be accommodated, making it difficult to meet the testing needs of large commercial aircraft or heavy-load UAVs, and exhibiting poor compatibility. Second, the high degree of integration between the loading mechanism and the load-bearing frame of traditional test benches leads to complex load transfer paths and the risk of leakage. Furthermore, the lack of modular connection interfaces results in significant vibrations during the test, severely affecting the measurement accuracy of strain gauges and displacement sensors. This results in a limited amount of wheel deformation data that cannot meet the high-precision data requirements of modern, refined wheel design. In addition, when faced with test tasks for wheels of different specifications, existing test benches often require the manufacture of a complete set of tooling or a long period of equipment adjustment, which not only increases the test cost but also significantly reduces the test efficiency.

[0003] Therefore, it is necessary to design a static testing device for aircraft wheel frames to solve the above problems. Summary of the Invention

[0004] The purpose of this invention is to provide a static testing device for aircraft wheel frames to solve the problems of poor size adaptability, low testing accuracy, insufficient safety and weak versatility in the prior art.

[0005] To achieve the above objectives, the present invention provides the following solution: a static test device for an aircraft wheel frame, comprising a main frame, a wheel mounting assembly, a radial loading assembly, and a lateral loading assembly; the wheel mounting assembly is fixedly connected to the main frame and is used to fix and adjust the axial position of the wheel so that the center of the wheel (19) is aligned with the loading center; the radial loading assembly includes a pressure plate, a radial cylinder, and a guide limiting structure; the pressure plate is fixedly connected to the main frame through the guide limiting structure and can only be translated in a direction parallel to the end face of the wheel (19); one end of the radial cylinder is connected to the pressure plate, and the other end of the radial cylinder is connected to the main frame through a tension plate to form a closed-loop load transmission path; the lateral loading assembly includes a lateral cylinder and a lateral force transmission structure; the lateral cylinder is connected to the main frame through a lateral force beam and is used to apply a lateral load to the wheel (19); the working surface of the pressure plate is provided with a detachable friction plate and a side plate, and the edge of the side plate is provided with an anti-jamming rounded corner.

[0006] Preferably, the wheel mounting assembly includes a wheel axle, a clamp, a support beam, a thin clamp, a thick clamp, and a base plate; the wheel axle passes through the inner hole of the wheel, one end of the wheel axle is connected to the bottom of the main frame through the thin clamp, the thick clamp, and the base plate, the other end of the wheel axle is connected to the support beam through the clamp, and the support beam is fixedly connected to the lateral column of the main frame.

[0007] Preferably, a bushing is also fitted on the axle, and the axle is locked by an axle nut, a fixing nut and a washer. The center height of the wheel can be finely adjusted by adjusting the thickness of the washer.

[0008] Preferably, the guide limiting structure includes a slide rail, a sliding sleeve, and a guide rail; the slide rail is fixedly connected to the side of the pressure plate, the sliding sleeve is sleeved on the slide rail, two sliding sleeves are fixedly connected by a connecting plate, the sliding sleeve is filled with grease, the sliding sleeve is slidably sleeved on the guide rail, and the guide rail is fixedly connected to the main frame.

[0009] Preferably, the radial cylinder is bolted to the pressure plate via a cylinder connector, the tension plate is bolted to the main frame via a support column, and the cylinder end of the radial cylinder is connected to the tension plate via a double-layer nut.

[0010] Preferably, the lateral force transmission structure includes a lateral force connector, one end of which is hinged to the output shaft of the lateral cylinder, and the other end of which abuts against the side plate.

[0011] Preferably, a pad is provided at the bottom of the main frame. When the radial cylinder is unloaded, the pressure plate is placed on the pad to reduce the static load of the radial cylinder.

[0012] Preferably, the lateral force beam is adjustablely connected to the main frame by bolts, so that the position of the lateral hydraulic cylinder can be pre-adjusted according to the size of the wheel and the loading requirements.

[0013] Preferably, both the friction plate and the side plate are detachably connected to the surface of the pressure plate by bolts, and the contact area with the wheel can be adjusted by replacing the side plate with different models.

[0014] Preferably, the main frame has a three-dimensional frame configuration, the radial loading component and the lateral loading component are arranged orthogonally, and the loads are ultimately transmitted to the main frame to form a self-balancing force system.

[0015] Compared with the prior art, the present invention has the following advantages and technical effects: 1. This invention breaks free from the size limitations of traditional test benches, enabling static tests on larger-sized wheels.

[0016] 2. This invention connects an independent hydraulic cylinder and an electrical testing platform, making the measurable data more accurate and more helpful for the design and improvement of wheel strength.

[0017] 3. This invention adopts a modular layout, which can complete the experimental tasks of multiple different wheels by partially replacing them. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments 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.

[0019] Figure 1 This is a schematic diagram of the overall invention; Figure 2 This is the left view of the present invention; Figure 3 This is a cross-sectional view of the connection between the wheel and the axle of the present invention; Figure 4 This is a schematic diagram of the guide and limiting structure of the present invention.

[0020] The components are as follows: 1. Main frame; 2. Lateral force joint; 3. Pressure plate; 4. Friction plate; 5. Radial cylinder; 6. Bracket; 7. Tension plate; 8. Column; 9. Cylinder joint; 10. Thin clamp; 11. Base plate; 12. Thick clamp; 13. Support beam; 14. Clamp; 15. Lateral cylinder; 16. Lateral force beam; 17. Shim; 18. Axle nut; 19. Wheel; 20. Bushing; 21. Fixing nut; 22. Axle; 23. Slide rail; 24. Connecting plate; 25. Sliding sleeve; 26. Guide rail; 27. Side plate; 28. Pad block. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0023] Reference Figures 1 to 4 As shown, this invention provides a static testing device for an aircraft wheel frame, including a main frame 1, a wheel mounting assembly, a radial loading assembly, and a lateral loading assembly. The wheel mounting assembly is fixedly connected to the main frame 1 and is used to fix and adjust the axial position of the wheel 19 so that the center of the wheel 19 is aligned with the loading center. The radial loading assembly includes a pressure plate 3, a radial cylinder 5, and a guide limiting structure. The pressure plate 3 is fixedly connected to the main frame 1 through the guide limiting structure and can only move in a direction parallel to the end face of the wheel 19. One end of the radial cylinder 5 is connected to the pressure plate 3, and the other end of the radial cylinder 5 is connected to the main frame 1 through a tension plate 7, forming a closed-loop load transmission path. The lateral loading assembly includes a lateral cylinder 15 and a lateral force transmission structure. The lateral cylinder 15 is connected to the main frame 1 through a lateral force beam 16 and is used to apply lateral loads to the wheel 19. The working surface of the pressure plate 3 is provided with a detachable friction plate 4 and a side plate 27, and the edge of the side plate 27 is provided with an anti-jamming rounded corner.

[0024] The design is further optimized. The wheel mounting assembly includes axle 22, clamp 14, support beam 13, thin clamp 10, thick clamp 12, and base plate 11. Axle 22 passes through the inner hole of wheel 19. One end of axle 22 is connected to the bottom of the main frame 1 through thin clamp 10, thick clamp 12, and base plate 11. The other end of axle 22 is connected to support beam 13 through clamp 14. Support beam 13 is fixedly connected to the side column of the main frame 1.

[0025] In a further optimized design, a bushing 20 is fitted onto the axle 22. The axle 22 is locked by the axle nut 18, the fixing nut 21 and the washer 17. The center height of the wheel 19 can be finely adjusted by adjusting the thickness of the washer 17.

[0026] The scheme is further optimized. The guide and limiting structure includes a slide rail 23, a sliding sleeve 25 and a guide rail 26. The slide rail 23 is fixedly connected to the side of the pressure plate 3. The sliding sleeve 25 is sleeved on the slide rail 23. The two sliding sleeves 25 are fixedly connected by a connecting plate 24. The sliding sleeve 25 is filled with grease. The sliding sleeve 25 is slidably sleeved on the guide rail 26. The guide rail 26 is fixedly connected to the main frame 1.

[0027] Further optimization of the scheme: the radial cylinder 5 is bolted to the pressure plate 3 through the cylinder connector 9, the tension plate 7 is bolted to the main frame 1 through the support column 8, and the cylinder end of the radial cylinder 5 is connected to the tension plate 7 through double nuts.

[0028] Further optimization of the scheme: the lateral force transmission structure includes a lateral force connector 2, one end of which is hinged to the output shaft of the lateral cylinder 15, and the other end of which abuts against the side plate 27.

[0029] To further optimize the design, a pad 28 is provided at the bottom of the main frame 1. When the radial cylinder 5 is unloaded, the pressure plate 3 is placed on the pad 28 to reduce the static load on the radial cylinder 5.

[0030] The scheme is further optimized so that the lateral force beam 16 is adjustablely connected to the main frame 1 by bolts, so that the position of the lateral hydraulic cylinder 15 can be pre-adjusted according to the size of the wheel 19 and the loading requirements.

[0031] To further optimize the design, the friction plate 4 and the side plate 27 are detachably connected to the surface of the pressure plate 3 by bolts. By replacing the side plate 27 with different models, the contact area with the wheel 19 can be adjusted.

[0032] Further optimization of the scheme: the main frame 1 has a three-dimensional frame structure, the radial loading components and the lateral loading components are arranged orthogonally, and the loads are ultimately transmitted to the main frame 1 to form a self-balancing force system.

[0033] The specific working process of this invention is as follows: Wheel 19 is mounted on axle 22, and a bushing 20 is also fitted on axle 22. The axle is secured by axle nut 18, fixing nut 21, and washer 17. Adjusting the thickness of washer 17 allows for fine-tuning of the axial position of wheel 19, ensuring the center of pressure plate 3 is coaxial with the center of wheel 19. One end of axle 22 is bolted to the bottom of the main frame 1 via thin clamp 10, base plate 11, and thick clamp 12. The other end is connected to support beam 13 via clamp 14. Support beam 13 is bolted to the lateral column of the main frame 1, thus forming a stable wheel mounting structure. Friction plate 4 and side plate 27 are bolted to the working surface of pressure plate 3. Friction plate 4 contacts the tread of wheel 19 during radial loading, while side plate 27 transmits lateral loads. Side plate 27 has rounded edges to guide pressure plate 3 out smoothly during overload sliding. A slide rail 23 is fixed to the side of the pressure plate 3. The slide rail 23 is embedded in the sliding sleeve 25. The two sliding sleeves 25 are connected as one unit by the connecting plate 24. The inside of the sliding sleeve 25 is filled with grease and can slide horizontally along the guide rail 26, thereby constraining the pressure plate 3 to only make a single-direction translational movement parallel to the tension plate 7. In the unloaded state, the pressure plate 3 rests on the pad block 28 to reduce the static load of the radial cylinder 5. One end of the radial cylinder 5 is bolted to the pressure plate 3 through the cylinder connector 9, and the other end is connected to the tension plate 7 through the double-layer nut. The tension plate 7 is bolted to the main frame 1 through the support column 8. When loading, the load is transmitted sequentially through the tension plate 7, the support column 8, 1, and the support beam 13 to form a closed loop transmission path, avoiding load leakage and improving the safety of the test. The lateral cylinder 15 is connected to the side plate 27 via the lateral force connector 2. The lateral force connector 2 is hinged to the output shaft of the lateral cylinder 15. The body of the lateral cylinder 15 is bolted to the main frame 1 via the lateral force beam 16. The installation position of the lateral force beam 16 can be pre-adjusted according to the specifications of the wheel 19 and the loading requirements, so that the lateral cylinder 15 always acts perpendicularly on the center area of ​​the pressure plate 3, and at the same time, the lateral load is evenly distributed to the main frame 1.

[0034] After the test begins, the radial cylinder 5 actuates, pulling the pressure plate 3 away from the pad 28. The pressure plate 3 moves along the guide rail 26, applying radial static force to the wheel 19 through the friction plate 4. Subsequently, the lateral cylinder 15 actuates, applying lateral static force to the wheel 19 through the lateral force connector 2 and the side plate 27. If the lateral force is too large, causing the side plate 27 to slip between itself and the tire, the rounded corner structure of the side plate 27 can prevent jamming, allowing the pressure plate 3 to slide out safely. For different test requirements, the force-bearing area can be adjusted by replacing different models of the side plate 27, improving the test adaptability.

[0035] The entire device adopts a modular layout. Components such as pressure plate 3, side plate 27, thin clamp 10, thick clamp 12 and clamp 14 can be quickly replaced, which can adapt to static test tasks of various specifications of wheels. With the independently arranged radial cylinder 5 and lateral cylinder 15, the loading force value can be precisely controlled, providing high-precision deformation data support for the strength design and improvement of wheel 19.

[0036] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention, and are 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 a limitation of this invention.

[0037] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made to the technical solutions of the present invention by those skilled in the art without departing from the spirit of the present invention should fall within the protection scope of the present invention.

Claims

1. A static testing device for aircraft wheel frames, characterized in that, The system includes a main frame (1), a wheel mounting assembly, a radial loading assembly, and a lateral loading assembly. The wheel mounting assembly is fixedly connected to the main frame (1) and is used to fix and adjust the axial position of the wheel (19). The radial loading assembly includes a pressure plate (3), a radial cylinder (5), and a guide limiting structure. The pressure plate (3) is fixedly connected to the main frame (1) through the guide limiting structure. One end of the radial cylinder (5) is connected to the pressure plate (3), and the other end of the radial cylinder (5) is connected to the main frame (1) through a tension plate (7). The lateral loading assembly includes a lateral cylinder (15) and a lateral force transmission structure. The lateral cylinder (15) is connected to the main frame (1) through a lateral force beam (16) and is used to apply lateral loads to the wheel (19). The working surface of the pressure plate (3) is provided with a detachable friction plate (4) and a side plate (27).

2. The aircraft wheel frame static testing device according to claim 1, characterized in that, The wheel mounting assembly includes an axle (22), a clamp (14), a support beam (13), a thin clamp (10), a thick clamp (12), and a base plate (11). The axle (22) passes through the inner hole of the wheel (19). One end of the axle (22) is connected to the bottom of the main frame (1) through the thin clamp (10), the thick clamp (12), and the base plate (11). The other end of the axle (22) is connected to the support beam (13) through the clamp (14). The support beam (13) is fixedly connected to the side column of the main frame (1).

3. The aircraft wheel frame type static testing device according to claim 2, characterized in that, A bushing (20) is also fitted on the axle (22), and the axle (22) is locked by axle nut (18), fixing nut (21) and washer (17).

4. The aircraft wheel frame static testing device according to claim 1, characterized in that, The guide limiting structure includes a slide rail (23), a sliding sleeve (25), and a guide rail (26); the slide rail (23) is fixedly connected to the side of the pressure plate (3), the sliding sleeve (25) is sleeved on the slide rail (23), the two sliding sleeves (25) are fixedly connected by a connecting plate (24), the sliding sleeve (25) is filled with grease, the sliding sleeve (25) is slidably sleeved on the guide rail (26), and the guide rail (26) is fixedly connected to the main frame (1).

5. The aircraft wheel frame static testing device according to claim 1, characterized in that, The radial cylinder (5) is bolted to the pressure plate (3) via the cylinder connector (9), the tension plate (7) is bolted to the main frame (1) via the support column (8), and the cylinder end of the radial cylinder (5) is connected to the tension plate (7) via a double-layer nut.

6. The aircraft wheel frame static testing device according to claim 1, characterized in that, The lateral force transmission structure includes a lateral force connector (2), one end of which is hinged to the output shaft of the lateral cylinder (15), and the other end of which abuts against the side plate (27).

7. The aircraft wheel frame static testing device according to claim 1, characterized in that, The main frame (1) has a pad (28) at the bottom.

8. The aircraft wheel frame static testing device according to claim 1, characterized in that, The lateral force beam (16) is adjustablely connected to the main frame (1) by bolts.

9. The aircraft wheel frame static testing device according to claim 1, characterized in that, The friction plate (4) and the side plate (27) are both detachably connected to the surface of the pressure plate (3) by bolts.

10. The aircraft wheel frame static testing device according to claim 1, characterized in that, The main frame (1) has a three-dimensional frame configuration, and the radial loading component and the lateral loading component are arranged orthogonally.

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