Airplane wheel speed sensor testing device and control method thereof

Abstract

The application discloses an airplane wheel speed sensor testing device and a control method thereof. The airplane wheel speed sensor testing device comprises a servo motor, a torque loader, a torque sensor, a driver and a control device. The torque loader is used to apply torque to the sensor to be tested when the servo motor is locked. The torque sensor is connected in series between the servo motor and the sensor to be tested. The torque sensor is used to collect the dynamic torque of the sensor to be tested when the servo motor operates at multiple test rotating speeds and the static torque when the servo motor is locked. The driver is in communication connection with the servo motor and is used to drive the servo motor to operate. The control device is in communication connection with the driver and is used to control the operation of the driver. By eliminating the high-frequency electromagnetic interference of the frequency converter, the output signal quality of the sensor to be tested is improved, the multiple rotating speed testing requirements are adapted, and the testing device simultaneously supports dynamic resistance torque testing and static torque testing.

Description

Technical Field

[0001] This application relates to the field of aircraft equipment testing technology, and in particular to an aircraft wheel speed sensor testing device and its control method. Background Technology

[0002] The wheel speed sensor is a core sensing element of the aircraft's anti-lock braking system. It senses the rotation of a gear ring connected to the wheel hub, generating an electrical signal proportional to the rotational speed. This signal is used by the flight control computer to calculate the actual wheel speed, thereby enabling anti-lock braking control. The performance of the wheel speed sensor directly affects the aircraft's attitude control and safety during takeoff, cruise, landing, and taxiing. The Component Maintenance Manual (CMM) has specific requirements for wheel speed sensors, and how to conduct professional testing on wheel speed sensors that meets aviation-grade testing standards is a pressing technical problem that needs to be solved. Summary of the Invention

[0003] This application aims to address at least one of the technical problems existing in the prior art or related technologies.

[0004] The first aspect of this application proposes an aircraft wheel speed sensor testing device. In some of the technical solutions provided in this application, the aircraft wheel speed sensor testing device also includes: a single diaphragm coupling, wherein the two ends of the torque sensor are respectively connected to the servo motor and the sensor under test through the single diaphragm coupling.

[0005] In some of the technical solutions provided in this application, the aircraft wheel speed sensor testing device further includes: a communication connection control device, and a coarse adjustment knob and a fine adjustment knob for determining the test speed. The coarse adjustment knob is used to determine the gear of the test speed, and the fine adjustment knob is used to determine the fine adjustment speed of the test speed. The test speed is equal to the sum of the speed corresponding to the gear and the fine adjustment speed.

[0006] The second aspect of this application provides a control method for an aircraft wheel speed sensor testing device. This control method is used to control any one of the aforementioned aircraft wheel speed sensor testing devices. The control method includes: The control driver starts the servo motor; The control driver drives the servo motor to run at the test speed, and acquires the dynamic torque collected by the torque sensor and the output information of the sensor under test at each test speed, until the test of all test speeds is completed. Ensure that the servo motor is disconnected from the driver and that the servo motor is locked. The torque sensor is controlled to obtain the static torque of the sensor under test under the action of the torque loader.

[0007] In some technical solutions provided in this application, the control driver drives the servo motor to operate according to the test speed, acquires the dynamic torque collected by the torque sensor at each test speed, and the output information of the sensor under test, until the test of all test speeds is completed. Specifically, this includes: Determine the rotation direction of the servo motor; The coarse adjustment knob is set to a certain position, and the fine adjustment knob is set to a certain speed. The test speed is determined based on the set position and the fine adjustment speed. The driver is then used to drive the servo motor to rotate at the specified direction and test speed. The dynamic test results are obtained, including: the speed display value, frequency and waveform parameters output by the sensor under test, and the dynamic torque collected by the torque sensor. Control the driver to stop the servo motor from running; Update the rotation direction and test speed, obtain dynamic test results, until the test at all test speeds is completed.

[0008] In some of the technical solutions provided in this application, after determining the rotation direction of the servo motor, the following steps are also included: Control the servo motor to maintain the direction lock state, and control the servo motor to block rotation commands; Following the step of controlling the driver to stop the servo motor, the following steps are also included: The servo motor is released from the steering lock state and controlled to respond to the rotation command.

[0009] In some technical solutions provided in this application, the step of controlling the torque sensor to obtain the static torque of the sensor under test under the action of the torque loader specifically includes: Reset the torque sensor; The control torque sensor acquires the static torque generated by the sensor under test under multiple force applications by the torque loader; Determine whether the maximum value of the static torque exceeds the threshold range. If the maximum value is within the threshold range, the static torque is qualified.

[0010] In some of the technical solutions provided in this application, the steps of controlling the driver to start the servo motor specifically include: Receive the start signal from the servo motor; Obtain the indication status of the coarse adjustment knob and the fine adjustment knob; When any indication state is not zero speed, the status light controlling the servo motor is always off; when all indication states are zero speed, the status light controlling the servo motor is always on. When the status light is constantly on, determine whether to obtain a start signal again. When a start signal is obtained again, control the status light to flash and start the servo motor.

[0011] In some technical solutions provided in this application, the steps for obtaining the indication states of the coarse adjustment knob and the fine adjustment knob specifically include: Obtain the ADC sample values ​​of the coarse adjustment knob and the fine adjustment knob, and determine the starting speed based on the ADC sample values; Determine whether the starting speed exceeds the starting threshold. If the starting speed exceeds the starting threshold, determine that the indicator status is non-zero speed. If the starting speed is less than the starting threshold, determine that the indicator status is zero speed.

[0012] In some of the technical solutions provided in this application, the control method further includes: cutting off the power supply lines of the control device and the servo motor when receiving an emergency stop command from the emergency stop switch.

[0013] Compared with related technologies, the present invention has at least the following beneficial effects: By coordinating servo motors and drivers, high-frequency electromagnetic interference from the frequency converter is eliminated, improving the output signal quality of the sensor under test (SUT) and enhancing the accuracy of test results. The servo motor provides multi-speed rotational power, simulating the dynamic operating conditions of the SUT and adapting to its multi-speed testing requirements. When locked, the servo motor acts as a rigid support fulcrum, applying static torque in conjunction with a torque loader. This allows the testing device to simultaneously support dynamic resistance torque testing and static torque testing, enabling a single testing setup to handle both types of tests and reducing investment costs. Furthermore, wheel speed sensor test results are acquired via a torque sensor, improving accuracy and adding torque measurement capabilities. Compared to a single speed measurement scheme, this expands the measurement range and achieves precise acquisition of both speed and torque. The control device, through communication control and result acquisition, enhances the automation of the testing process, reduces operational complexity, and enables the testing of the SUT to meet aerospace-grade testing standards. Attached Figure Description

[0014] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of some embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 This application provides a schematic diagram of the structure of a test fixture according to one embodiment. Figure 2 A schematic diagram of the front panel of the main control chassis according to an embodiment of this application; Figure 3 A schematic diagram of the rear panel of the main control chassis according to one embodiment of this application; Figure 4A schematic diagram of the structure of an aircraft wheel speed sensor testing device according to an embodiment of this application; Figure 5 One of the schematic flowcharts of a control method for an aircraft wheel speed sensor testing device according to an embodiment of this application; Figure 6 A second schematic flowchart of a control method for an aircraft wheel speed sensor testing device according to an embodiment of this application; Figure 7 This application provides a control logic block diagram for a knob speed adjustment according to one embodiment.

[0015] in, Figures 1 to 4 The correspondence between the reference numerals and component names in the attached drawings is as follows: 100. Test fixture; 110. Servo motor; 120. Torque sensor; 130. Mounting position for sensor under test; 140. Single diaphragm coupling; 150. Base; 200. Control device; 300. Driver; 410. Coarse adjustment knob; 420. Fine adjustment knob; 500. Main control chassis; 511. Power switch; 512. Motor start / stop switch; 513. Motor direction switch; 514. Emergency stop switch; 521. Torque display head; 522. Tachometer display head; 530. Indicator light; 531. Power light; 532. Status light; 541. Power interface; 542. Torque sensor interface; 543. Motor power line interface; 544. Motor encoder interface; 600. Sensor under test. Detailed Implementation

[0016] To better understand the above technical solutions, the technical solutions of the embodiments of this application will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments of this application and the specific features in the embodiments are detailed descriptions of the technical solutions of the embodiments of this application, rather than limitations on the technical solutions of this application. In the absence of conflict, the embodiments of this application and the technical features in the embodiments can be combined with each other.

[0017] The first aspect of this application provides an aircraft wheel speed sensor testing device, such as... Figure 1 and Figure 4As shown, the aircraft wheel speed sensor testing device includes: a servo motor 110, a torque loader, a torque sensor 120, a driver 300, and a control device 200. The torque loader applies torque to the sensor under test 600 when the servo motor 110 is locked. The torque sensor 120 is connected in series between the servo motor 110 and the sensor under test 600. The torque sensor 120 is used to collect the dynamic torque of the sensor under test 600 when the servo motor 110 operates at multiple test speeds, and the static torque when the servo motor 110 is locked. The driver 300 is communicatively connected to the servo motor 110 and is used to drive the servo motor 110 to operate. The control device 200 is communicatively connected to the driver 300 and is used to control the operation of the driver 300.

[0018] In this embodiment, the sensor under test 600 is an aircraft wheel speed sensor. The sensor under test 600 can also be a car wheel speed sensor, crankshaft position sensor, camshaft position sensor, etc. The two ends of the torque sensor 120 are connected in series with the servo motor 110 and the sensor under test 600, respectively, to transmit the driving force of the servo motor 110 and to acquire the torque of the sensor under test 600. Exemplarily, the servo motor 110 can be a servo AC motor or a DC brushless motor, and the torque sensor 120 can be a magnetoelastic type, a phase difference type torque sensor, or a strain gauge type sensor. The control device 200 is communicatively connected to the torque sensor 120 to receive and record the torque collected by the torque sensor 120, enabling real-time monitoring of the torque of the sensor under test 600. The torque sensor 120 has both dynamic and static torque measurement modes: in dynamic mode, the servo motor 110 provides rotational power, and the torque sensor 120 measures the resistance torque of the sensor under test 600 during operation; in static mode, a torque loader applies static torque, and the torque sensor 120 measures the starting torque of the sensor under test 600 after installation. The torque sensor 120 isolates the frictional losses of the servo motor 110, enabling accurate acquisition of the dynamic torque generated by the sensor under test 600 at different speeds, as well as the static torque generated by the torque loader, improving torque measurement accuracy, ensuring torque parameters meet specifications, and expanding the testing range.

[0019] The sensor under test (SUT) 600 is driven by a servo motor 110 and uses a communication scheme with a driver 300. Compared to traditional variable frequency motors, this eliminates high-frequency electromagnetic interference generated by the frequency converter, ensuring the purity and waveform quality of the SUT 600's output signal, reducing waveform distortion, and meeting the signal quality requirements of aviation equipment. Under the control of the driver 300, the servo motor 110 has multiple test speeds, including 30 RPM, 60 RPM, 600 RPM, 1000 RPM, and 3000 RPM. These test speeds meet the full coverage requirement of the five standard speed points in the CMM (Computer-Managed Model), enabling comprehensive evaluation of the SUT 600's performance over a wide speed range and solving the problem of insufficient coverage at a single speed point. For example, test speeds also include 15 RPM, 120 RPM, and 1500 RPM to meet the needs of different testing scenarios.

[0020] By cooperating with the servo motor 110 and the driver 300, high-frequency electromagnetic interference from the frequency converter is eliminated, improving the output signal quality of the sensor under test 600 and enhancing the accuracy of the test results. The servo motor 110 provides multi-speed rotational power, simulating the dynamic operating conditions of the sensor under test 600 and adapting to its multi-speed testing requirements. When locked, the servo motor 110 acts as a rigid support fulcrum, applying static torque in conjunction with the torque loader, enabling the testing device to simultaneously support dynamic resistance torque testing and static torque testing. One testing device is compatible with both types of tests, reducing the investment cost of the testing equipment. Furthermore, the wheel speed sensor test results are acquired through the torque sensor 120, which not only improves the accuracy of the test results but also increases the torque measurement capability of the sensor under test 600. Compared to a single speed measurement scheme, this expands the measurement range and achieves precise acquisition of both speed and torque. The control device 200, through communication control and result acquisition, enhances the automation level of the test, reduces operational difficulty, and enables the testing of the sensor under test 600 to meet professional testing standards for aerospace applications.

[0021] In some embodiments provided in this application, such as Figure 1 and Figure 4 As shown, the aircraft wheel speed sensor testing device also includes: a single diaphragm coupling 140, with the two ends of the torque sensor 120 connected to the servo motor 110 and the sensor under test 600 respectively via the single diaphragm coupling 140.

[0022] In this embodiment, the servo motor 110, torque sensor 120, and sensor under test 600 are coaxially arranged. A single diaphragm coupling 140 is used to connect the two ends of the torque sensor 120, which can compensate for the coaxiality deviation between the servo motor 110, torque sensor 120, and sensor under test 600 tooling, reduce the additional frictional torque caused by assembly misalignment, effectively absorb rotational vibration, reduce the interference of system rotational inertia on torque measurement, and ensure that it is below 0.1N. The reliability of minute torque measurement is improved, enabling real-time and accurate acquisition of both speed and torque parameters, thus completely solving the problems of mismatched operating conditions and large test data errors in existing equipment.

[0023] In other embodiments, the coupling may be a double diaphragm coupling, a serpentine spring coupling, or a bellows coupling.

[0024] In some embodiments provided in this application, such as Figure 2 As shown, the aircraft wheel speed sensor testing device also includes: a communication connection control device 200, and a coarse adjustment knob 410 and a fine adjustment knob 420 for determining the test speed. The coarse adjustment knob 410 is used to determine the gear of the test speed, and the fine adjustment knob 420 is used to determine the fine adjustment speed of the test speed. The test speed is equal to the sum of the corresponding speed of the gear and the fine adjustment speed.

[0025] In this embodiment, the speed knob includes a coarse adjustment knob 410 and a fine adjustment knob 420. The control device 200 uses a dual-knob speed adjustment. The coarse adjustment knob 410 selects the speed range, and the fine adjustment knob 420 provides fine-tuning of the speed. The two are combined to obtain the final test speed. Figure 7 As shown, the ADC acquires the fine-tuning voltage signal and gear voltage signal sent by the fine-tuning and coarse-tuning knobs, and generates fine-tuning and coarse-tuning speed values, which are sent to the speed calculation module. The speed calculation module uses the calculation result as the output speed, which drives the servo motor through the driver. The operator first quickly approaches the target range by coarse-tuning the gear, and then makes a small, precise adjustment to the speed, achieving rapid setting and high-precision tuning of the speed. The operator can quickly and accurately locate the test speed, shorten the single test time, improve test efficiency, meet the test requirement of speed fluctuation < ±0.2 RPM, and overcome the shortcomings of low efficiency and difficulty in precise low-speed control of a single continuous adjustment knob.

[0026] For example, the coarse adjustment knob 410 has at least 10 settings, each corresponding to a speed increment of 300 RPM. The adjustment range of the coarse adjustment knob 410 is from 0 RPM to 2700 RPM. The speed corresponding to each setting is the coarse adjustment speed, which is the product of the setting value minus one and the speed increment. The setting values ​​are 1 to 9. The fine adjustment knob 420 uses a 5V power supply and a 10-turn precision potentiometer. The fine adjustment knob 420, in conjunction with the coarse adjustment knob 410, can superimpose a fine adjustment speed of 20 RPM to 300 RPM. After the voltage signals of the two knobs are sampled by the ADC, the control device 200 performs data fusion. The test speed = (setting value - 1) × 300 + (fine adjustment knob voltage value / 5V) × 300.

[0027] For example, the test speed in gear 1 corresponds to the range of 0 RPM to 300 RPM, the test speed in gear 2 corresponds to the range of 300 RPM to 600 RPM, the test speed in gear 4 corresponds to the range of 900 RPM to 1200 RPM, and the test speed in gear 10 corresponds to the range of 2700 RPM to 3000 RPM. When performing a 60 RPM test: Set the coarse adjustment knob 410 to position 1, and use the fine adjustment knob 420 to precisely adjust the test speed to 60.0 RPM; when performing a 600 RPM test: Set the coarse adjustment knob 410 to position 2, and use the fine adjustment knob 420 to precisely adjust the test speed to 600 RPM; when performing a 1000 RPM test: Set the coarse adjustment knob 410 to position 4, and use the fine adjustment knob 420 to precisely adjust the test speed to 1000 RPM; when performing a 3000 RPM test: Set the coarse adjustment knob 410 to position 10, and use the fine adjustment knob 420 to precisely adjust the test speed to 3000 RPM. In a specific embodiment, such as Figure 2 and Figure 3As shown, the aircraft wheel speed sensor testing device also includes a main control chassis 500. The main control chassis 500 is 242mm long, 128.8mm wide, and 147mm high, weighing less than 10kg. It is made of aluminum alloy, balancing structural strength and lightweight design. The main control chassis 500 houses a control device 200, a 220V to 24V power module, and a driver 300. The control device 200 is mounted on the control board. The front panel of the main control chassis 500 includes a power switch 511, a motor start / stop switch 512, a motor direction switch 513, a coarse adjustment knob 410, a fine adjustment knob 420, an emergency stop switch 514, a speed display 522, a torque display 521, and indicator lights 530. The indicator lights 530 include a power light 531 and a status light 532. The power light 531 indicates the power supply status, and the status light 532 indicates the motor's operating status, enabling manual operation and status / data visualization of the equipment. The control device 200 processes the signals from each physical unit. On one hand, it receives manually operated switch and knob signals and outputs commands to control the start, stop, direction, and speed adjustment of the servo motor 110. On the other hand, it collects real-time speed data from the motor encoder and torque data from the torque sensor 120, transmitting them to the display for real-time display. Simultaneously, it implements functions such as misoperation protection and status feedback through control logic. The rear panel of the main control chassis 500 includes: a power interface 541, a torque sensor interface 542, a motor power line interface 543, and a motor encoder interface 544. The motor power line interface 543 and the motor encoder interface 544 are electrically connected to the servo motor 110 via the motor control line, enabling power supply and speed signal transmission for the motor. The torque sensor interface 542 is electrically connected to the torque sensor 120, enabling real-time transmission of torque data. The main control chassis 500 is connected to 220V / 50Hz AC power via power interface 541. After conversion by the internal power module, the power is supplied to all components. The control board transmits signals to all operation, display, interface components, and drivers 300 through corresponding connectors, ensuring real-time interaction of commands and data. The control device 200 includes a data acquisition module, which automatically records parameter values ​​at each test speed and compares them with standard values ​​to generate a standard test report, reducing errors from manual recording.

[0028] The test fixture 100 consists of a base 150, a servo motor 110, a torque sensor 120, and a mounting position 130 for the sensor under test. The test fixture 100 is 500mm long. 150mm wide The main control unit 500 is 120mm high, and the base 150 weighs less than 10kg. The base 150 is made of aluminum alloy and uses an anodized surface treatment process to improve wear resistance. The main control chassis 500 and the testing fixture 100 are independently modular designs, which can be fixed by a bracket or placed directly on the workbench to adapt to different testing scenarios. The servo motor 110 has an output power of 100W and a speed range of 20RPM to 3000RPM. The speed display head 522 has a display resolution of 0.1RPM when the speed is less than 1000RPM and 1RPM when the speed is greater than 1000RPM, with a measurement accuracy of ±1%RPM. The torque sensor 120 has a range of 0.001Nm to 1N.m, or 0.001Nm to 0.300N·m, with an accuracy of ±1%FS or ±1.5%FS. The torque display head 521 has a display resolution of ±0.01NM. The power input of the test device is 220V / 50Hz, and the operating temperature is -10℃ to 50℃.

[0029] After the test is completed, the control device records the data shown in Table 1 to form a complete test report.

[0030] Table 1

[0031] A second aspect of this application provides a control method for an aircraft wheel speed sensor testing device. This control method is used to control any of the aforementioned aircraft wheel speed sensor testing devices, such as... Figure 5 As shown, the control method includes: Step 1: Control the driver to start the servo motor; Step 2: Control the driver to drive the servo motor to run at the test speed, and obtain the dynamic torque collected by the torque sensor at each test speed, as well as the output information of the sensor under test, until the test of all test speeds is completed. Step 3: Ensure that the servo motor is disconnected from the driver and that the servo motor is locked. Step 4: Control the torque sensor to obtain the static torque of the sensor under test under the action of the torque loader.

[0032] In this embodiment, the testing methods for the sensor under test include dynamic testing and static testing. In dynamic testing mode, the control device controls the driver to start the servo motor. The control device controls the driver to drive the motor sequentially from low to high test speeds. At each test speed, the control device acquires the dynamic torque collected by the torque sensor and acquires the output information of the sensor under test until the servo motor completes the operation of all test speeds, thus completing the dynamic test at all test speeds.

[0033] After the dynamic test, the operator prepares for static measurement by adjusting both the coarse and fine adjustment knobs to the 0 mark position and waiting for the servo motor to stop completely. The tachometer displays 0 RPM, and the operator sets the motor start / stop switch to the stop position, causing the status light to return to its normal illuminated state. In static test mode, the operator first secures the servo motor, disconnects the two motor control cables connecting the test fixture to the servo motor, and disconnects the servo motor from the driver. Then, the operator uses a wrench or special clamp to secure the output shaft of the servo motor, ensuring it is securely fixed and cannot rotate, preventing accidental rotation during subsequent operations. Once the control device confirms that the servo motor is disconnected from the driver and locked, the torque loader applies a static torque to the sensor under test. The control device then controls the torque sensor to acquire the static torque of the sensor under test, completing the static torque test and obtaining the test data.

[0034] The servo motor provides rotational power at multiple speeds to simulate the dynamic operating conditions of the sensor under test (SUT), adapting to the multi-speed testing requirements of the SUT. The testing device simultaneously supports dynamic resistance torque testing and static torque testing, allowing for compatibility of both types of tests with a single setup, reducing investment costs. Furthermore, the wheel speed sensor test results are acquired through a torque sensor, improving the accuracy of the test results and adding torque measurement capabilities to the SUT. Compared to a single speed measurement scheme, this expands the measurement range and enables precise acquisition of both speed and torque, allowing the SUT to meet professional testing standards for aerospace-grade applications.

[0035] For example, before performing step 1, such as Figure 6 As shown, firstly, the operator prepares the sensor under test, turns off the power to the testing device to ensure it is powered off, removes the sensor under test and its mounting fixture, records the sensor's model, serial number, and last test date, and inspects the sensor's appearance to confirm there are no abnormalities such as damage, deformation, or corrosion. The operator then installs the sensor under test onto the sensor mounting position on the testing fixture using the mounting fixture, securing it with locating pins and clamping mechanisms, ensuring a repeatability of ±0.05mm.

[0036] Then, the operator initializes the testing device. The initialization steps include: turning on the power switch on the front panel of the main control unit; the power indicator light will remain constantly on. The control device executes a self-test program, and the tachometer and torque indicator light complete their self-test and zeroing. The operator checks the status lights; if the status light is constantly on, initialization is complete; if the status light is constantly off, initialization is not complete. Repeat the following steps: both the coarse and fine adjustment knobs are set to the 0 mark; the motor direction switch is in the stop position or the desired direction position; the emergency stop switch is not pressed; and the cable connection between the main control unit and the testing fixture is secure and without looseness or disconnection, until the status light remains constantly on, indicating that the testing device has completed initialization. After initialization, the servo motor is started.

[0037] In some embodiments provided in this application, step 2, in which the control driver drives the servo motor to operate at the test speed, acquires the dynamic torque collected by the torque sensor at each test speed, and the output information of the sensor under test, until all test speeds are completed, specifically includes: Step 21: Determine the rotation direction of the servo motor; Step 22: Obtain the setting of the coarse adjustment knob and the fine adjustment speed of the fine adjustment knob. Determine the test speed based on the setting and the fine adjustment speed, and control the driver to drive the servo motor to operate in the rotation direction and at the test speed. Step 23: Obtain dynamic test results, which include: the speed display value, frequency and waveform parameters output by the sensor under test, and the dynamic torque collected by the torque sensor; Step 24: Control the driver to stop the servo motor from running; Step 25: Update the rotation direction and test speed, obtain dynamic test results, until the test at all test speeds is completed.

[0038] In this embodiment, the servo motor's rotation direction includes forward and reverse rotation. The operator sets the servo motor's rotation direction by adjusting the motor direction switch to the desired direction, completing the preliminary operation of direction setting. The first dynamic test of the test speed begins. The operator adjusts the coarse adjustment knob to level 1 and then slowly adjusts the fine adjustment knob, observing the speed display to precisely adjust the speed to the first test speed, 30.0 RPM. Once the speed fluctuation is less than ±0.2 RPM, it indicates that the speed is stable. The control device records the current test speed and collects the speed display value, frequency, and waveform parameters output by the sensor under test. The waveform parameters include amplitude and peak value. Simultaneously, the torque display shows the dynamic torque. If the dynamic torque is below 0.1 NM, the dynamic torque of the sensor under test is considered complete. After the dynamic test of the current test speed is completed, the operator resets both the coarse and fine adjustment knobs to the 0 mark position. After the speed display shows 0 RPM and the servo motor has completely stopped, the next dynamic test of the test speed begins. Update the servo motor's rotation direction and test speed, and repeat steps 21 to 24 until the dynamic test at all test speeds is completed.

[0039] By pre-setting the rotation direction of the servo motor and calculating the precise test speed using coarse and fine adjustment knobs, the servo motor operation is controlled in an orderly manner, and the waveform parameters, output frequency, and dynamic torque of the sensor under test are collected in a standardized manner. By updating the rotation direction and test speed, all test points are tested cyclically, avoiding repeated manual parameter setting and reducing human error. This method is suitable for standardized testing of batch aircraft wheel speed sensors.

[0040] In some embodiments provided in this application, after step 21 of determining the rotation direction of the servo motor, the method further includes: Step 26: Control the servo motor to maintain the direction lock state, and control the servo motor to block the rotation command; After step 24, which controls the driver to stop the servo motor, the following steps are also included: Step 27: Control the servo motor to release the steering lock state and control the servo motor to respond to the rotation command.

[0041] In this embodiment, the control device reads and locks the current rotation direction of the motor direction switch, and the servo motor is in a direction-locked state, blocking rotation commands. When the servo motor starts executing step 22, if the control device detects a change in the state of the motor direction switch, it automatically ignores the change and displays a locking message on the tachometer, which can be "LOCKED". During operation, the servo motor performs commutation protection, locking the direction and blocking rotation commands, improving the safety of dynamic testing, avoiding large torque impacts caused by accidental changes in the servo motor's rotation direction during dynamic testing, reducing equipment damage and safety accidents, and perfecting the safety interlock protection mechanism.

[0042] After the control device completes the dynamic test at the current test speed and the servo motor comes to a complete stop and remains stationary for 3 seconds, it automatically releases the steering lock. The servo motor responds to the rotation command, allowing the operator to reset the rotation direction for the next set of dynamic tests, thus balancing test safety and operational flexibility.

[0043] In some embodiments provided in this application, step 4, which involves controlling the torque sensor to acquire the static torque of the sensor under test under the action of the torque loader, specifically includes: Step 41: Reset the torque sensor; Step 42: Control the torque sensor to acquire the static torque generated by the sensor under test under multiple force applications by the torque loader; Step 43: Determine whether the maximum value of the static torque exceeds the threshold range. If the maximum value is within the threshold range, the static torque is qualified.

[0044] In this embodiment, the operator presses and holds the reset button on the torque sensor to trigger the reset and zeroing procedure. The torque display shows a value of zero, completing the reset and zeroing of the torque sensor. If the value on the torque display does not return to zero, the operator repeats pressing and holding the reset button until the reset is successful. The operator applies external torque to the sensor under test at its mounting position using a torque loader. The torque display shows the static torque value of the sensor under test at the current torque. The operator gradually increases the torque applied by the torque loader, and the control device stores the maximum static torque value. Based on a threshold range, the operator determines whether the static torque is acceptable. The static torque is considered acceptable when the maximum value is within the threshold range. For example, the threshold range can be below 0.1 NM. After the static test, the operator cancels the anti-dynamic torque, and the torque display returns to 0.00 NM. By repeatedly loading and collecting static torque data, and selecting the maximum value for threshold determination, the accuracy of static torque judgment is improved, random errors from a single loading are avoided, and the objectivity of the static performance test results of the aircraft wheel speed sensor is enhanced.

[0045] In some embodiments provided in this application, step 1 of controlling the driver to start the servo motor specifically includes: Step 11: Receive the start signal from the servo motor; Step 12: Obtain the indication status of the coarse adjustment knob and the fine adjustment knob; Step 13: When any indication state is not zero speed, the status light of the servo motor is always off; when all indication states are zero speed, the status light is always on. Step 14: When the status light is constantly on, determine whether to obtain the start signal again. When the start signal is obtained again, control the status light to flash and start the servo motor.

[0046] In this embodiment, the operator places the motor start / stop switch in the start position, and the control device receives the start signal sent by the motor start / stop switch, such as... Figure 6 As shown, the control device detects whether the knobs are zeroed. When the coarse and fine adjustment knobs are not zeroed, the knobs are in a non-zero speed state, the servo motor's status light remains off, and the start signal is blocked. When the operator adjusts the coarse and fine adjustment knobs to the 0 mark, the control device's status light remains on in the zero speed state, restoring the servo motor's start function. At this time, when the operator presses the motor start / stop switch, the control device receives the start signal again, the status light flashes at 1-second intervals, and the servo motor enters the working state to perform dynamic measurements of multiple test speeds.

[0047] By detecting the speed knob status before starting the servo motor, and prohibiting starting if the knob is not returned to zero, zero-speed start protection is achieved, establishing a human-machine safety interlock mechanism and improving equipment operation safety. This, combined with speed protection, creates a dual safety interlock protection mechanism, further enhancing the overall safety interlock protection system.

[0048] In some embodiments provided in this application, step 12, which involves obtaining the indication states of the coarse adjustment knob and the fine adjustment knob, specifically includes: Step 121: Obtain the ADC sampling values ​​of the coarse adjustment knob and the fine adjustment knob, and determine the starting speed based on the ADC sampling values; Step 122: Determine whether the starting speed exceeds the starting threshold. If the starting speed exceeds the starting threshold, determine that the indicator status is non-zero speed. If the starting speed is less than the starting threshold, determine that the indicator status is zero speed.

[0049] This embodiment clarifies the specific method for determining the knob indication state. The control device reads the 12-bit ADC (Analog-to-Digital Converter) sampled values ​​of the coarse and fine adjustment knobs at a sampling rate of 10kHz, and calculates the starting speed based on the ADC sampled values. If the starting speed exceeds the starting threshold, the control device determines the indication state to be a non-zero speed state and disables the start button signal. The operator must adjust both the coarse and fine adjustment knobs to 0 marks to make the starting speed less than the starting threshold. The control device then determines the indication state to be a zero speed state, and the start function is restored. For example, the starting threshold can be 5 RPM. By using the coarse adjustment setting and the fine adjustment speed to calculate the starting speed, automatic zero-speed state recognition is achieved, providing a quantitative basis for judgment, avoiding reliance on subjective human judgment, providing reliable data support for motor safety start interlocking, and ensuring the stable operation of the start interlocking logic.

[0050] In some embodiments provided in this application, the control method further includes: Step 5: Upon receiving an emergency stop command from the emergency stop switch, disconnect the power supply lines to the control device and the servo motor.

[0051] In this embodiment, the operator immediately presses the emergency stop switch in case of any abnormal or dangerous situation. Such abnormal or dangerous situations include: uncontrollable servo motors, sudden torque increases, abnormal noises from the testing device, and operational errors. Upon receiving the emergency stop command from the emergency stop switch, the control device directly cuts off the power supply to the main control chassis and the servo motor, achieving immediate emergency braking. All indicator lights are extinguished, awaiting the resolution of the abnormal situation. The triggering of the emergency stop command directly cuts off the power supply line, achieving hardware-level power failure protection, which is safer and more reliable than software shutdown, promptly preventing safety accidents and improving the safety protection mechanism.

[0052] When releasing the emergency stop, the operator should restore the testing device to its pre-initialization state, flip up the motor start / stop switch, set the speed knob to 0, check the cable connections, and turn the emergency stop switch in the indicated direction to release it. The control device must then re-execute the initialization procedure before the testing device can be restarted.

[0053] In this invention, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance; the term "multiple" refers to two or more unless otherwise explicitly defined. The terms "install," "connect," "link," and "fix" should be interpreted broadly. For example, "connect" can be a fixed connection, a detachable connection, or an integral connection; "link" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0054] In the description of this invention, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or unit referred to must have a specific orientation or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0055] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0056] The above are merely some embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An aircraft wheel speed sensor testing device, characterized by, include: Servo motor; A torque loader is used to apply torque to the sensor under test when the servo motor is locked. A torque sensor is connected in series between the servo motor and the sensor under test. The torque sensor is used to collect the dynamic torque of the sensor under test when the servo motor is running at multiple test speeds, and the static torque when the servo motor is locked. A driver, which is communicatively connected to the servo motor, is used to drive the servo motor to operate; A control device, which is communicatively connected to the driver, is used to control the operation of the driver.

2. The aircraft wheel speed sensor testing device according to claim 1, characterized in that, Also includes: A single diaphragm coupling is used, wherein the two ends of the torque sensor are connected to the servo motor and the sensor under test, respectively, via the single diaphragm coupling.

3. The aircraft wheel speed sensor testing device according to claim 1 or 2, characterized in that, Also includes: The control device is connected via communication and is used to determine the coarse adjustment knob and fine adjustment knob for the test speed. The coarse adjustment knob is used to determine the gear of the test speed, and the fine adjustment knob is used to determine the fine adjustment speed of the test speed. The test speed is equal to the sum of the speed corresponding to the gear and the fine adjustment speed.

4. A control method for an aircraft wheel speed sensor testing device, characterized in that, The control method for controlling the aircraft wheel speed sensor testing device as described in any one of claims 1 to 3 includes: The control driver starts the servo motor; The driver is controlled to drive the servo motor to operate at the test speed, and the dynamic torque collected by the torque sensor and the output information of the sensor under test are obtained at each test speed until the test of all the test speeds is completed. It is determined that the servo motor is disconnected from the driver and the servo motor is locked. The torque sensor is controlled to acquire the static torque of the sensor under test under the action of the torque loader.

5. The control method for the aircraft wheel speed sensor testing device according to claim 4, characterized in that, The steps of controlling the driver to drive the servo motor to operate at the test speed, acquiring the dynamic torque collected by the torque sensor and the output information of the sensor under test at each test speed, until all the test speeds are completed, specifically include: Determine the rotation direction of the servo motor; The coarse adjustment knob is set to a certain position and the fine adjustment knob is set to a certain speed. The test speed is determined based on the set position and the fine adjustment speed. The driver is then controlled to drive the servo motor to operate in the specified direction and at the specified test speed. The dynamic test results are obtained, including: the speed display value, frequency and waveform parameters output by the sensor under test, and the dynamic torque collected by the torque sensor. The driver is controlled to stop the servo motor from running; Update the rotation direction and the test speed, obtain the dynamic test results, until the test at all test speeds is completed.

6. The control method for the aircraft wheel speed sensor testing device according to claim 5, characterized in that, After determining the rotation direction of the servo motor, the method further includes: Control the servo motor to maintain the direction lock state, and control the servo motor to block rotation commands; After the step of controlling the driver to stop the servo motor from running, the method further includes: Control the servo motor to release the steering lock state, and control the servo motor to respond to the steering command.

7. The control method for the aircraft wheel speed sensor testing device according to any one of claims 4 to 6, characterized in that, The steps of controlling the torque sensor to acquire the static torque of the sensor under test under the action of the torque loader specifically include: Control the torque sensor to reset; The torque sensor is controlled to acquire the static torque generated by the sensor under test under multiple force applications by the torque loader; Determine whether the maximum value of the static torque exceeds a threshold range. If the maximum value is within the threshold range, the static torque is considered acceptable.

8. The control method for the aircraft wheel speed sensor testing device according to any one of claims 4 to 6, characterized in that, The steps for controlling the driver to start the servo motor specifically include: Receive the start signal of the servo motor; Obtain the indication status of the coarse adjustment knob and the fine adjustment knob; When any of the indicated states is a non-zero speed state, the status light of the servo motor is kept off; when all the indicated states are zero speed states, the status light is kept on. When the status light is constantly on, determine whether to obtain the start signal again. When the start signal is obtained again, control the status light to flash and start the servo motor.

9. The control method for the aircraft wheel speed sensor testing device according to claim 8, characterized in that, The steps to obtain the indication status of the coarse and fine adjustment knobs specifically include: Obtain the ADC sample values ​​of the coarse adjustment knob and the fine adjustment knob, and determine the starting speed based on the ADC sample values; Determine whether the starting speed exceeds the starting threshold. If the starting speed exceeds the starting threshold, determine that the indication state is a non-zero speed state. If the starting speed is less than the starting threshold, determine that the indication state is a zero speed state.

10. The control method for the aircraft wheel speed sensor testing device according to claim 4, characterized in that, Upon receiving an emergency stop command from the emergency stop switch, the power supply lines to the control device and the servo motor are cut off.

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