Gap detection device and gap detection method

Abstract

The application provides a gap detection device and a gap detection method for detecting the gap between an aircraft tire supported by a landing gear axle and a surrounding wheel cabin structure. The gap detection device comprises a tire dummy, which is partially arc-shaped and has a preset region in the two end faces and the outer peripheral surface with an outermost contour consistent with the aircraft tire; a mounting base, which rotatably supports the tire dummy on the landing gear axle; and an interference detection part, which detects the interference between the tire dummy and the surrounding wheel cabin structure when the tire dummy rotates around the landing gear axle. According to the application, the partially arc-shaped tire dummy is used to replace the full-size tire, the volume and weight are reduced, the tire dummy is suitable for narrow wheel cabin space, and the track swept by the tire dummy in one rotation is consistent with the complete tire envelope, so that dynamic gap detection and real-time interference feedback can be realized.

Description

Technical Field

[0001] This invention relates to a clearance detection device and a clearance detection method for detecting the clearance between an aircraft tire supported by a landing gear axle and the surrounding wheel well structure. Background Technology

[0002] Previously, during aircraft design and airworthiness verification, it was necessary to inspect the clearance between the landing gear tires and the wheel well structure during retraction and extension to ensure sufficient clearance and avoid structural interference damage and safety hazards. For this purpose, full-size clearance tire dummy units were typically installed on the landing gear, and the minimum clearance between the tires and the wheel well structure and whether interference occurred were determined using feeler gauges, laser rangefinders, or visual inspection.

[0003] However, in the methods described above, the full-size clearance tire dummy is large and heavy, making it difficult to install in the space-constrained wheel well area, and therefore unsuitable for rapid on-site inspection. Furthermore, static measurements cannot reproduce the dynamic spatial envelope changes that may occur between the tire and the wheel well under conditions such as rotation, eccentricity, or deformation under stress, leading to discrepancies between the test results and the actual motion state, and posing a risk of misjudgment and missed detection. In addition, existing inspection methods rely on operator subjective judgment or post-processing analysis, lacking immediate feedback mechanisms when interference occurs. Summary of the Invention

[0004] This invention was made in view of the above-mentioned problems, and its purpose is to provide a gap detection device that helps to dynamically detect the gap between an aircraft tire and the surrounding wheel well structure with a small volume in a space-constrained wheel well area. A further purpose of this invention is to provide a gap detection method using the aforementioned gap detection device.

[0005] To achieve the above objectives, the present invention provides a clearance detection device for detecting the clearance between an aircraft tire supported by a landing gear axle and the surrounding wheel well structure. The device includes: a tire dummy, which is partially arc-shaped and has a predetermined area on its two end faces and outer peripheral surface having an outermost contour consistent with that of the aircraft tire; a mounting base for rotatably supporting the tire dummy on the landing gear axle; and an interference detection unit for detecting interference between the tire dummy and the surrounding wheel well structure when the tire dummy rotates around the landing gear axle.

[0006] Here, the "preset area" can be set as needed. It can be the entirety of both end faces and the entirety of the outer perimeter, or it can be just the two end faces or a part thereof, or it can be just the outer perimeter or a part thereof.

[0007] According to the gap detection device of the present invention, a partially arc-shaped tire dummy is used to replace a full-size tire, which significantly reduces the volume and weight, is easy to operate, and is suitable for confined wheel well spaces. Furthermore, when the tire dummy rotates once around the landing gear axle, the trajectory swept by its outer circumference is consistent with the trajectory swept by a full tire in one rotation, thus achieving an envelope detection effect equivalent to that of a full-size tire with a smaller volume. In addition, the interference detection unit detects the interference between the tire dummy and the surrounding wheel well structure during rotation, realizing real-time interference feedback during the rotation process and avoiding missed detections and misjudgments that may occur due to manual visual inspection.

[0008] Furthermore, the clearance detection device of the present invention preferably also includes a drive unit, which is mounted on the landing gear wheel axle and connected to the tire dummy via the mounting base, for driving the tire dummy to rotate.

[0009] According to the gap detection device of the present invention, the tire dummy is actively driven to rotate by the drive unit, which can accurately simulate the eccentricity, throwing or movement trajectory that the tire may have during the opening and closing process, thereby improving the detection accuracy and reducing design deviations or airworthiness hazards caused by misjudgment due to static measurement.

[0010] Furthermore, in the clearance detection device of the present invention, the drive unit is preferably installed inside the landing gear wheel axle.

[0011] According to the clearance detection device of the present invention, the drive unit is arranged inside the landing gear axle, which makes full use of the internal space of the axle and does not occupy the limited space in the wheel well, thus further improving the applicability of the device in confined spaces.

[0012] Furthermore, the clearance detection device of the present invention preferably includes an angle detection unit that detects the current angle of the tire dummy as it rotates around the landing gear axle.

[0013] According to the gap detection device of the present invention, the current position of the tire dummy during rotation is recorded by the angle detection unit. When the interference detection unit detects interference, the angular position information at the time of interference can be obtained at the same time, which makes it easier for the operator to accurately locate the interference part and improves the analytical accuracy and practicality of gap detection.

[0014] Furthermore, the gap detection device of the present invention preferably also includes an output unit, which outputs the gap detection result based on the detection value of the interference detection unit and the detection value of the angle detection unit.

[0015] According to the gap detection device of the present invention, the output unit outputs the gap detection result by combining the detection value of the interference detection unit and the detection value of the angle detection unit, so that the operator can intuitively know whether interference has occurred and the specific angle position of the interference, thereby improving the readability of the detection result and the operability on site.

[0016] Furthermore, in the gap detection device of the present invention, it is preferable that the output unit issues an alarm when the interference detection unit detects interference.

[0017] According to the gap detection device of the present invention, when the interference detection unit detects interference, the output unit immediately issues an alarm, realizing instant feedback when interference occurs. The operator does not need to wait for the rotation to end before checking the results, further improving detection efficiency and safety.

[0018] Furthermore, the gap detection device of the present invention preferably also includes an output unit that outputs the gap detection result based on the detection value of the interference detection unit.

[0019] According to the gap detection device of the present invention, even without the angle detection unit, the output unit can output the gap detection result based solely on the detection value of the interference detection unit, thus enabling the gap detection device to retain basic interference feedback capability even after a simplified configuration, thereby enhancing the applicability and flexibility of the device.

[0020] Furthermore, in the gap detection device of the present invention, the interference detection unit preferably includes a pressure sensor, which is disposed on the tire dummy and is used to generate a detection signal when the tire dummy comes into contact with the surrounding wheel well structure.

[0021] According to the gap detection device of the present invention, the pressure sensor is directly mounted on the tire dummy. When the tire dummy comes into contact with the surrounding wheel well structure, a detection signal is generated. The device has a simple structure, a fast response, and can reliably capture interference events during rotation.

[0022] Furthermore, in the gap detection device of the present invention, the interference detection unit preferably includes an optical sensor, which is disposed on the tire dummy and is used to detect the gap change between the tire dummy and the surrounding wheel well structure in an optical manner.

[0023] According to the gap detection device of the present invention, the optical sensor detects gap changes optically, and can sense changes in gap size without direct contact with the wheel well structure. It is suitable for detection scenarios where the gap is small or where physical contact is not advisable, thus broadening the applicability of the device.

[0024] Furthermore, to achieve the above objectives, the present invention provides a clearance detection method, which utilizes the clearance detection device described in any of the above claims to detect the clearance between an aircraft tire supported by a landing gear axle and the surrounding wheel well structure, comprising: rotatably supporting the tire dummy on the landing gear axle via the mounting base; rotating the tire dummy around the landing gear axle; and detecting the interference between the tire dummy and the surrounding wheel well structure during rotation using the interference detection unit, so as to determine whether the clearance between the aircraft tire and the surrounding wheel well structure meets the design requirements.

[0025] According to the gap detection method of the present invention, by rotatably supporting a partially arc-shaped tire dummy on the landing gear wheel axle and rotating it, the interference during the rotation is detected by the interference detection unit. The dynamic detection of the gap between the aircraft tire and the wheel well structure is achieved with a small device volume. The detection process is simple and efficient, and the detection can be completed without installing the actual tire. It is suitable for inspection work in the design stage, maintenance stage and when the tire is missing. Attached Figure Description

[0026] Figure 1 This is a perspective view schematically showing the installation state of the clearance detection device according to an embodiment of the present invention, and also showing a portion of the structure of the aircraft landing gear on which the clearance detection device is installed.

[0027] Figure 2 This is an exploded view schematically illustrating a clearance detection device according to an embodiment of the present invention, and shows a portion of the structure of the aircraft landing gear on which the clearance detection device is mounted.

[0028] Figure 3A This is a cross-sectional view schematically showing the installation state of the clearance detection device according to an embodiment of the present invention, and also showing a portion of the structure of the aircraft landing gear on which the clearance detection device is installed.

[0029] Figure 3B yes Figure 3A An enlarged view of part A in the image.

[0030] Figure 3C yes Figure 3A An enlarged view of part B in the image.

[0031] Figure 4 This is a diagram illustrating the gap detection process of the gap detection device according to an embodiment of the present invention.

[0032] (Symbol Explanation)

[0033] 100 Gap Detection Device

[0034] 110 Fake Tires

[0035] 120 Mounting Base

[0036] 121 Rotary Sleeve

[0037] 122 Rolling Bearing

[0038] 123 End Cap

[0039] 124 Mounting bracket

[0040] 129 Wheel and axle nuts

[0041] 130 Interference Detection Department

[0042] 131 Pressure Sensor

[0043] 132 Signal Acquisition Unit

[0044] 133 Signal Transmitter

[0045] 140 Drive Unit

[0046] 141 Power Interface

[0047] 142 Pressure signal transmission interface

[0048] 150° Angle Detection Department

[0049] 251 Angle Signal Transmission Interface

[0050] 160 Output Section

[0051] 170 supports

[0052] 200 aircraft landing gear

[0053] 210 Landing Gear Buffer Strut

[0054] 220 landing gear axles

[0055] 221 Cable Channel Detailed Implementation

[0056] Below, in conjunction with Figures 1 to 4 The gap detection device and gap detection method according to embodiments of the present invention will be described.

[0057] like Figure 1 As shown, the aircraft landing gear 200 includes a landing gear strut 210 and a landing gear axle 220. The landing gear strut 210 moves with the retraction and extension of the aircraft landing gear. The landing gear axle 220 extends vertically from the end of the landing gear strut 210 toward both sides.

[0058] Here, as Figure 1As shown, the clearance detection device 100 is mounted on the landing gear axle 220 and is used to detect the clearance between the aircraft tire (not shown) supported by the landing gear axle 220 and the surrounding wheel well structure (not shown). Specifically, the clearance detection device 100 is mounted on one or both of the portions of the landing gear axle 220 that protrude from the landing gear strut 210 to both sides.

[0059] (Overall structure of the gap detection device)

[0060] like Figure 1 and Figure 2 As shown, the clearance detection device 100 includes: a tire dummy 110, which is partially arc-shaped and has a predetermined area on both end faces and the outermost contour consistent with that of an aircraft tire; a mounting base 120 for rotatably supporting the tire dummy 110 on the landing gear axle 220; and an interference detection unit 130 for detecting the interference between the tire dummy 110 and the surrounding wheel well structure when the tire dummy 110 rotates around the landing gear axle 220.

[0061] Here, as Figure 2 As shown, the gap detection device 100 also includes a drive unit 140, which is used to drive the tire dummy 110 and the mounting base 120 to rotate together.

[0062] In addition, such as Figure 3A As shown, the clearance detection device 100 also includes an angle detection unit 150, which detects the current angle of the tire dummy 110 as it rotates around the landing gear wheel axle 220.

[0063] In addition, such as Figure 1 and Figure 2 As shown, the gap detection device 100 also includes an output unit 160, which outputs the gap detection result based on the detection value of the interference detection unit 130 and the detection value of the angle detection unit 150.

[0064] (Structure of the tire dummy)

[0065] like Figure 1 and Figure 2 As shown, the tire dummy 110 is an arc-shaped structure that simulates the shape of an actual tire.

[0066] Here, the tire dummy 110 extends within a range of less than 180 degrees in the circumferential direction. That is, the tire dummy 110 is not a complete circular tire, but only a portion of the tire's circumference. The tire dummy 110 may be, for example, a 1 / 3 arc or a 1 / 4 arc structure. A 1 / 3 arc means the tire dummy 110 extends approximately 120 degrees in the circumferential direction, and a 1 / 4 arc means the tire dummy 110 extends approximately 90 degrees in the circumferential direction. However, it is not limited to these; depending on the circumstances, the range of the tire dummy 110 extending in the circumferential direction can also be set to other ranges.

[0067] Furthermore, the two end faces and outer peripheral face of the tire dummy 110 have the same outermost contour as an aircraft tire. That is, when the tire dummy 110 rotates once around the landing gear axle 220, the edges of the areas swept by its two end faces and outer peripheral face coincide with the edges of the areas swept by the two end faces and outer peripheral face of a fully inflated aircraft tire during its rotation, thus achieving an envelope detection effect equivalent to a full-size tire with a smaller volume. Depending on the circumstances, the two end faces of the tire dummy 110 may not necessarily coincide with the two end faces of an aircraft tire, as long as the outer peripheral face has the same outermost contour as an aircraft tire.

[0068] (Structure of the mounting base)

[0069] like Figure 2 and Figure 3A As shown, the mounting base 120 includes a rotating sleeve 121 and two rolling bearings 122. The rotating sleeve 121 and the two rolling bearings 122 constitute a bearing assembly.

[0070] Here, as Figure 2 As shown, a rotating sleeve 121 is fitted onto the outer side of the landing gear axle 220 and is rotatably supported on the landing gear axle 220 via two rolling bearings 122, and supports the tire dummy 110 from the inner circumferential side. One of the two rolling bearings 122 is installed on the inner side of the landing gear axle 220, with one side of the rolling bearing 122 abutting against the shoulder of the landing gear axle 220 and the other side abutting against the inner shoulder of the rotating sleeve 121. The other of the two rolling bearings 122 is installed on the outer side of the landing gear axle 220, with one side abutting against the inner shoulder of the rotating sleeve 121 and the other side abutting against the axle nut 129. When the axle nut 129 is tightened, the axial positioning of the rotating sleeve 121 and the two rolling bearings 122 is completed.

[0071] In addition, such as Figure 2 , Figure 3BAs shown, the mounting base 120 also includes an end cap 123 and a mounting bracket 124. Bolt holes are provided at both ends of the rotating sleeve 121. The mounting bracket 124 connects the rotating sleeve 121 and the tire dummy 110 via bolts, thus achieving a fixed connection between the tire dummy 110 and the rotating sleeve 121. The end cap 123 is also connected via bolt holes on the outer edge of the rotating sleeve 121. Therefore, the rotating sleeve 121, the tire dummy 110, and the end cap 123 rotate synchronously, forming a single rotating assembly.

[0072] (Structure of the drive unit)

[0073] like Figure 2 , Figure 3A and Figure 3C As shown, the drive unit 140 is, for example, a drive motor. The drive motor is mounted inside the landing gear axle 220. The stator of the drive motor is fixed to the landing gear axle 220. The drive shaft of the drive motor rotor is threadedly connected to the center hole of the end cover 123. The drive motor is connected to the tire dummy 110 via the mounting base 120 (specifically the end cover 123 and the rotating sleeve 121) to drive the tire dummy 110 to rotate.

[0074] Here, when the drive motor is working, its drive shaft and end cover 123 rotate clockwise. During installation, the threads between the drive shaft and end cover 123 are tightened counterclockwise to prevent the threads from loosening due to starting and stopping. However, this is not a limitation; the tightening direction of the threads can be appropriately set according to the rotation direction of the drive unit 140.

[0075] In addition, such as Figure 3A As shown, a power interface 141 is provided at the other end of the drive motor. The power cable passes through the cable channel 221 reserved in the middle of the landing gear wheel axle 220 and connects to the external output section 160.

[0076] (Structure of the angle detection unit)

[0077] like Figure 3A and Figure 3C As shown, the angle detection unit 150 is, for example, an angle sensor (encoder). The drive shaft of the angle sensor passes through the drive shaft of the drive motor. The top end of the drive shaft has a spline structure, which mates with the spline groove of the center hole of the end cover 123 to realize the linkage between the angle sensor and the end cover 123.

[0078] Here, the angle sensor detects the current angle of the tire dummy 110 as it rotates around the landing gear wheel axle 220. When the drive motor is running, the motor drive shaft drives the end cap 123 to rotate via a thread. The end cap 123, while driving the rotating sleeve 121 and the tire dummy 110 to rotate via the connecting pin on its outer edge, simultaneously drives the drive shaft of the angle sensor to rotate via the spline groove in its center hole. The angle sensor transmits a signal to the output unit 160, recording the current position of the tire dummy 110 during rotation.

[0079] The other end of the angle sensor is provided with an angle signal transmission interface 251, which is connected to the angle signal interface of the output unit 160 via a cable.

[0080] (Structure of the interference detection unit)

[0081] Interference detection unit 130 is provided, for example, in tire dummy 110.

[0082] Here, as Figure 2 and Figure 3A As shown, the interference detection unit 130 includes a pressure sensor 131. The pressure sensor 131 is disposed on the tire dummy 110 and is used to generate a detection signal when the tire dummy 110 comes into contact with the surrounding wheel well structure. Furthermore, when the tire dummy 110 interferes with the surrounding wheel well structure during rotation, the pressure sensor 131 captures pressure fluctuations and generates a detection signal.

[0083] In addition, such as Figure 3A As shown, four pressure sensors 131 are arranged on the inner surface of the tire dummy 110. Two pressure sensors 131 are located on the back of both end faces, and the other two pressure sensors 131 are located on the back of the outer peripheral face. However, this is not a limitation; the number of pressure sensors 131 can be appropriately set according to the situation, and there can be multiple sensors. The placement of the pressure sensors 131 can also be adjusted as needed, and is not limited to the position shown in the figure.

[0084] In addition, such as Figure 2 and Figure 3A As shown, the interference detection unit 130 also includes a signal acquisition unit 132 and a signal transmitter 133. The pressure sensor 131 is connected to the interface channel of the signal acquisition unit 132, which is mounted on the mounting bracket 124. After the signal acquisition unit 132 detects fluctuations in the pressure signal, it transmits the signal to the signal transmitter 133. The signal transmitter 133 includes a rotor section and a stator section. The rotor section is connected to the signal acquisition unit 132 and can rotate synchronously with the tire dummy 110. The stator section is connected to the housing of the drive motor. The pressure signal transmission interface 142 at the tail end of the stator is connected to a transmission cable, which is connected to the output unit 160 through the reserved cable channel 221 of the landing gear wheel axle 220. This enables real-time monitoring of tire interference.

[0085] Furthermore, the interference detection unit 130 may also include an optical sensor. The optical sensor is disposed on the tire dummy 110 and is used to optically detect changes in the gap between the tire dummy 110 and the surrounding wheel well structure. However, it is not limited to this; the interference detection unit 130 may also employ other types of sensors, as long as they are capable of detecting the interference between the tire dummy 110 and the surrounding wheel well structure when the tire dummy 110 rotates.

[0086] (Structure of the output section)

[0087] like Figure 1 and Figure 2 As shown, the output unit 160 is, for example, a control box. The control box is mounted on the lugs of the landing gear axle 220 via a bracket 170.

[0088] Here, the output unit 160 outputs the gap detection result based on the detection value of the interference detection unit 130 (the detection signal of the pressure sensor 131) and the detection value of the angle detection unit 150 (the angle signal of the angle sensor). When the interference detection unit 130 detects interference, the output unit 160 issues an alarm, for example, through audible or visual information. That is, when the pressure sensor 131 detects a pressure fluctuation, the output unit 160 immediately records the current angle value and triggers an alarm, reminding the operator that the tire dummy 110 has interfered with the surrounding wheel well structure at the current angle position.

[0089] Furthermore, the output unit 160 can also output the gap detection result solely based on the detection value of the interference detection unit 130. In other words, the output unit 160 can output the detection result only when interference is detected, without relying on the detection value of the angle detection unit 150.

[0090] (Gap detection process of the gap detection device)

[0091] Combination Figure 4 The gap detection process of the gap detection device 100 is explained.

[0092] First, the aircraft tires are removed from the landing gear 200, and the clearance detection device 100 is installed onto the landing gear axle 220. Specifically, a rotating sleeve 121 and two rolling bearings 122 are installed on the landing gear axle 220, and axial positioning is achieved by tightening the axle nut 129. The tire dummy 110 is connected to the rotating sleeve 121 via a mounting bracket 124. A drive motor is arranged inside the landing gear axle 220, and the drive shaft is threadedly connected to the end cap 123.

[0093] Next, the control system is started, the power is turned on, and all sensors are initialized.

[0094] Then, the drive motor is started at low speed, driving the tire dummy 110 to rotate around the landing gear wheel axle 220. During the rotation, the angle sensor synchronously detects the current angle value of the tire dummy 110 and sends the value to the output unit 160. At the same time, the pressure sensor 131 monitors in real time whether the tire dummy 110 is in contact with the surrounding wheel well structure.

[0095] When the tire dummy 110 interferes (contacts) with the surrounding wheel well structure during rotation, the pressure sensor 131 detects the pressure fluctuation. The signal acquisition unit 132 transmits the signal to the signal transmitter 133, which then transmits the signal to the output unit 160 via the cable channel 221. The output unit 160 immediately records the current angle value (provided by the angle sensor) and triggers an alarm.

[0096] After rotation is complete, the output unit 160 displays or exports the test results. Based on the interference information (including whether interference occurred and the angular position of the interference), it is determined whether the clearance between the aircraft tire and the surrounding wheel well structure meets the design requirements.

[0097] (Main effects of this implementation method)

[0098] According to the gap detection device 100 of this embodiment, a partially curved tire dummy 110 (partial tire model) is used to replace the full-size tire. The tire dummy 110 extends within a range of less than 180 degrees in the circumferential direction, which greatly reduces the volume and weight, makes it easy to operate, and is suitable for narrow wheel well spaces.

[0099] Furthermore, according to the gap detection device 100 of this embodiment, the tire dummy 110 is driven by a drive motor to rotate around the landing gear wheel axle 220. The edge of the area swept by the tire dummy 110 in one rotation is consistent with the envelope of the complete tire, thereby accurately simulating the eccentricity, throwing or movement trajectory that the tire may have during the retraction and extension process, improving the detection accuracy and reducing design deviations or airworthiness hazards caused by misjudgment due to static measurement.

[0100] Furthermore, according to the gap detection device 100 of this embodiment, the interference detection unit composed of pressure sensor 131, signal acquisition unit 132 and signal transmitter 133 can immediately detect and alarm once the tire dummy 110 interferes with the surrounding wheel well structure. At the same time, the angle sensor records the interference angle position, realizing fast and intuitive interference feedback and avoiding missed detection and misjudgment that may be caused by manual visual inspection.

[0101] Furthermore, the gap detection device 100 according to this embodiment, through the design of the replaceable tire dummy 110 and the standard interface mounting base, can be adapted to different tire sizes and landing gear structures, realizing a system that can adapt to multiple aircraft models.

[0102] Furthermore, the gap detection device 100 according to this embodiment can complete the detection without installing the actual tire, and is suitable for inspection work during the design stage, maintenance stage, and when the tire is missing.

[0103] (Modified example)

[0104] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above embodiments.

[0105] For example, in the above embodiments, the gap detection device 100 can be used to detect the gap while the aircraft landing gear 200 is retracting or extending, or it can be used to detect the gap when the aircraft landing gear 200 is fixed at a certain angle.

[0106] Furthermore, in the above embodiment, the drive unit 140 is a drive motor, but it is not limited to this. Depending on the situation, other types of drive units such as hydraulic motors and pneumatic motors may also be used, as long as they can drive the tire dummy 110 to rotate.

[0107] Furthermore, in the above embodiment, the drive unit 140 is installed inside the landing gear wheel axle 220, but it is not limited to this. The drive unit 140 may also be installed outside the landing gear wheel axle 220 or at other locations in the wheel well, and connected to the mounting base 120 via a transmission mechanism.

[0108] Furthermore, in the above embodiment, the interference detection unit 130 includes a pressure sensor 131, but is not limited to this. It may also include an optical sensor, a proximity switch, a capacitive sensor, etc., and may also include a camera (for example, set at or around the tire dummy and taking pictures of the tire dummy's surroundings, and determining whether there is interference based on the brightness of the captured image, etc.).

[0109] Furthermore, in the above embodiment, the output unit 160 outputs the result based on the detection values ​​of both the interference detection unit 130 and the angle detection unit 150, but it is not limited to this. The output unit 160 may also output the result based solely on the detection value of the interference detection unit 130.

[0110] Furthermore, in the above embodiment, the output unit 160 issues an alarm through auditory or visual information when interference is detected, but it is not limited to this. The output unit 160 can also export the detection results to an external device for subsequent analysis through a data interface, or transmit the detection results to a remote terminal wirelessly.

[0111] Furthermore, in the above embodiments, the tire dummy 110 has a 1 / 3 or 1 / 4 arc-shaped structure, but is not limited to this. The range of the tire dummy 110 extending in the circumferential direction can be appropriately set according to the tire size and wheel well space.

[0112] Furthermore, in the above embodiments, the two end faces and the outer peripheral face of the tire dummy 110 have the same outermost contour as the aircraft tire, but it is not limited to this. The tire dummy 110 may also have the same outermost contour as the aircraft tire only in the key areas where the gap needs to be detected.

[0113] Furthermore, in the above embodiments, the gap detection device 100 is used to detect the gap between the aircraft landing gear tire and the wheel well structure, but it is not limited to this. Depending on the situation, it can also be applied to other occasions where it is necessary to detect the gap between the rotating body and the surrounding structure.

[0114] Furthermore, the clearance detection method of the present invention utilizes the clearance detection device of any of the above claims to detect the clearance between the aircraft tire and the surrounding wheel well structure, including: rotatably supporting the tire dummy 110 on the landing gear wheel axle 220 via the mounting base 120; rotating the tire dummy 110 around the landing gear wheel axle 220; and detecting the interference between the tire dummy 110 and the surrounding wheel well structure during the rotation via an interference detection unit, so as to determine whether the clearance between the aircraft tire and the surrounding wheel well structure meets the design requirements.

[0115] It should be understood that within the scope of this invention, the various parts of the embodiments can be freely combined, or the various parts of the embodiments can be appropriately modified or omitted.

Claims

1. A clearance detection device for detecting the clearance between an aircraft tire supported by a landing gear axle and the surrounding wheel well structure, characterized in that, include: A tire dummy, which is partially curved, and has a predetermined area on both end faces and the outermost contour consistent with that of an aircraft tire. Mounting base for rotatably supporting the tire dummy on the landing gear axle; as well as An interference detection unit detects the interference between the tire dummy and the surrounding wheel well structure when the tire dummy rotates around the landing gear axle.

2. The gap detection device according to claim 1, characterized in that, It also includes a drive unit, which is mounted on the landing gear wheel axle and connected to the tire dummy via the mounting base, for driving the tire dummy to rotate.

3. The gap detection device according to claim 2, characterized in that, The drive unit is installed inside the landing gear wheel axle.

4. The gap detection device according to any one of claims 1 to 3, characterized in that, It also includes an angle detection unit that detects the current angle of the tire dummy as it rotates around the landing gear axle.

5. The gap detection device according to claim 4, characterized in that, It also includes an output unit that outputs the gap detection result based on the detection value of the interference detection unit and the detection value of the angle detection unit.

6. The gap detection device according to claim 5, characterized in that, The output unit issues an alarm when the interference detection unit detects interference.

7. The gap detection device according to claim 1, characterized in that, It also includes an output unit that outputs the gap detection result based on the detection value of the interference detection unit.

8. The gap detection device according to claim 1, characterized in that, The interference detection unit includes a pressure sensor. The pressure sensor is disposed on the tire dummy and is used to generate a detection signal when the tire dummy comes into contact with the surrounding wheel well structure.

9. The gap detection device according to claim 1, characterized in that, The interference detection unit includes an optical sensor. The optical sensor is disposed on the tire dummy and is used to detect changes in the gap between the tire dummy and the surrounding wheel well structure optically.

10. A gap detection method, characterized in that, Using the clearance detection device according to any one of claims 1 to 9, to detect the clearance between an aircraft tire supported by a landing gear axle and the surrounding wheel well structure, comprising: The tire dummy is rotatably supported on the landing gear axle via the mounting base; Rotate the tire dummy about the landing gear axle; and The interference detection unit detects the interference between the tire dummy and the surrounding wheel well structure during rotation to determine whether the clearance between the aircraft tire and the surrounding wheel well structure meets the design requirements.

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