Teaching aid for simulating surface friction performance of different airfield pavements

Abstract

The utility model discloses a teaching aid for simulating surface friction performance of different airport pavements, which comprises a test bed, side brackets arranged on two sides of the bottom end of the test bed, a bearing seat arranged on the inner wall between the side brackets, a rotary driving part arranged on one side of the top end of the test bed, and a paperless recorder arranged at the bottom end of the test bed at the position of the rotary driving part. A dynamic torque sensor is arranged at the top end of the test bed on one side of the rotary driving part, an airplane wheel is arranged above the test bed on one side, far away from the rotary driving part, of the dynamic torque sensor, the bottom end of the airplane wheel extends to the lower part of the test bed, a shaft rod is arranged at the central position in the airplane wheel, and two ends of the shaft rod extend to the outside of the airplane wheel and are provided with bearings; the bottom end of the bearing is connected with the top end of the test bench through a support. According to the utility model, change conditions of friction coefficients of airplane wheels in different states when the airplane wheels run on road surfaces in different states can be simulated, personnel are assisted in content understanding, and the learning enthusiasm of the personnel is enhanced.

Description

Technical Field

[0001] The utility model relates to the technical field of surface friction simulation of different airport pavements, in particular to a teaching aid for simulating surface friction performance of different airport pavements. Background Art

[0002] Airport pavement friction is a force that resists the relative movement between the wheels and the pavement. It is generated by the wheels rolling or sliding on the pavement. Therefore, it is the result of the interaction between the wheels and the pavement. From the perspective of direction, the friction that an aircraft is generally subject to is longitudinal friction. When an aircraft is turning or resisting a crosswind, lateral friction will be generated, but the friction that the wheels are subject to is mainly longitudinal friction. When the wheels are not braked, they roll on the pavement, and the friction that the wheels are subject to is rolling friction; when the wheels are braked, they will also be subject to sliding friction.

[0003] For aircraft operation, the friction performance of the pavement surface is not only reflected in the inherent characteristics of the pavement, such as grooves and roughness on the pavement surface, but also in the influence of the external environment and the operating status of the aircraft, such as ice and snow, rain pollution, as well as the aircraft operating speed, tire pressure and wheel pattern.

[0004] Due to the combined influence of many factors, the friction performance of the pavement surface is a very complicated topic. It is difficult for personnel to fully understand and master it through simple explanation. For this reason, a pavement surface friction performance teaching aid is designed and produced, in order to simulate the changes in the friction coefficient when wheels in different states are running on pavements in different states, to assist personnel in understanding the content and enhance their enthusiasm for learning. Utility Model Content

[0005] The purpose of the utility model is to provide a teaching aid for simulating the friction performance of different airport pavement surfaces, so as to solve the problem proposed in the above background technology of simulating the change of friction coefficient when wheels in different states are running on pavements in different states, assisting personnel to understand the content and enhancing personnel's enthusiasm for learning.

[0006] To achieve the above-mentioned purpose, the utility model provides the following technical solutions: a teaching aid for simulating the surface friction performance of different airport pavements, including a test bench, side supports are provided on both sides of the bottom end of the test bench, a bearing seat is provided on the inner wall between the side supports, a rotating drive member is installed on one side of the top of the test bench, a paperless recorder is installed on the bottom end of the test bench at the position of the rotating drive member, a dynamic torque sensor is provided on the top of the test bench on one side of the rotating drive member, a wheel is provided above the test bench on the side of the dynamic torque sensor away from the rotating drive member, the bottom end of the wheel extends to the bottom of the test bench, a shaft rod is provided at the center position inside the wheel, both ends of the shaft rod extend to the outside of the wheel and are provided with bearings, and the bottom end of the bearing is connected to the top of the test bench through a bracket.

[0007] Preferably, a bottom plate is provided at the top of the bearing seat below the wheel, a top plate is provided above the bottom plate, a pedestal is provided at the top of the top plate, upper limit frames are provided on both sides of the bottom end of the top plate, and lower limit frames are provided on both sides of the top end of the bottom plate. The lower limit frame and the upper limit frame are arranged so that the scissor-type lifting frame can be movably placed.

[0008] Preferably, a first rotating shaft is provided on the outer wall of one side of the dynamic torque sensor, and one end of the first rotating shaft away from the dynamic torque sensor is connected to one end of the shaft rod, so that the shaft rod and the dynamic torque sensor can be connected through the provision of the first rotating shaft.

[0009] Preferably, a second rotating shaft is provided on the outer wall of the dynamic torque sensor away from the first rotating shaft, and one end of the second rotating shaft away from the dynamic torque sensor is connected to one end of the rotating driving member, so that the rotating driving member and the dynamic torque sensor are connected through the provision of the second rotating shaft.

[0010] Preferably, a scissor-type lifting frame is movably connected between the lower limit frame and the upper limit frame, and two ends of one side of the scissor-type lifting frame are rotatably connected to the top end of the bottom plate and the bottom end of the top plate respectively, and internal thread seats are rotatably connected on the inner walls on both sides between the scissor-type lifting frames, and the internal thread seats are arranged to facilitate the placement of the bidirectional screw rod.

[0011] Preferably, the internal thread of the internal thread seat is connected to a bidirectional screw rod, both ends of the bidirectional screw rod extend to the outside of the internal thread seat, and a rotary handle is installed at one end of the bidirectional screw rod, through which the outer walls of the two internal thread seats located on the bidirectional screw rod slide toward each other to adjust the angle of the scissor lift.

[0012] Compared with the prior art, the beneficial effects of the utility model are as follows: the teaching aid for simulating the surface friction performance of different airport pavements is calculated through the collected horizontal force and vertical force, the vertical force is collected through a dynamic torque sensor, and the dynamic force value during the experiment can be collected, the horizontal force is indirectly obtained by collecting the driving torque of the wheel, and through the arrangement of the dynamic torque sensor, the dynamic torque during the experiment can be obtained, and the dynamic horizontal force can be obtained by dividing the radius of the wheel, the vertical force of the wheel is applied by adjusting the distance between the pedestal and the wheel, and the collected data is displayed in real time through a paperless recorder, so as to simulate the change of the friction coefficient when the wheel in different states runs on pavements in different states, assist personnel in understanding the content, and enhance personnel's enthusiasm for learning. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 This is a schematic diagram of the front view structure of the utility model;

[0014] Figure 2 This is an enlarged side view of the structure of the wheel of the utility model;

[0015] Figure 3 This is a schematic diagram of the top view of the structure of the pedestal of the utility model;

[0016] Figure 4 It is a schematic diagram of the top view of the structure of the scissor-type lifting frame of the utility model.

[0017] In the figure: 1. test bench; 2. side support frame; 3. bearing seat; 4. machine wheel; 5. shaft; 6. bearing; 7. first rotating shaft; 8. dynamic torque sensor; 9. second rotating shaft; 10. rotating drive member; 11. paperless recorder; 12. bottom plate; 13. top plate; 14. base; 15. lower limit frame; 16. scissor lift; 17. rotary handle; 18. internal thread seat; 19. bidirectional screw rod; 20. upper limit frame. DETAILED DESCRIPTION

[0018] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0019] See also Figure 1-4 The utility model provides an embodiment: a teaching aid for simulating the surface friction performance of different airport pavements, including a test bench 1, side supports 2 are provided on both sides of the bottom of the test bench 1, a bearing seat 3 is provided on the inner wall between the side supports 2, a rotating drive member 10 is installed on one side of the top of the test bench 1, a paperless recorder 11 is installed on the bottom of the test bench 1 at the position of the rotating drive member 10, a dynamic torque sensor 8 is provided on the top of the test bench 1 on one side of the rotating drive member 10, a first rotating shaft 7 is provided on the outer wall on one side of the dynamic torque sensor 8, and one end of the first rotating shaft 7 away from the dynamic torque sensor 8 is connected to one end of the shaft 5;

[0020] When in use, the first rotating shaft 7 is arranged so as to connect the shaft 5 with the dynamic torque sensor 8;

[0021] A second rotating shaft 9 is provided on the outer wall of the dynamic torque sensor 8 at a side away from the first rotating shaft 7, and one end of the second rotating shaft 9 away from the dynamic torque sensor 8 is connected to one end of the rotating driving member 10;

[0022] When in use, the second rotating shaft 9 is provided so as to connect the rotary drive member 10 with the dynamic torque sensor 8;

[0023] A wheel 4 is provided above the test bench 1 on the side of the dynamic torque sensor 8 away from the rotating drive member 10, the bottom end of the wheel 4 extends to the bottom of the test bench 1, a bottom plate 12 is provided at the top of the bearing seat 3 below the wheel 4, a top plate 13 is provided above the bottom plate 12, a seat 14 is provided at the top of the top plate 13, upper limit frames 20 are provided on both sides of the bottom end of the top plate 13, and lower limit frames 15 are provided on both sides of the top end of the bottom plate 12;

[0024] When in use, the lower limit frame 15 and the upper limit frame 20 are arranged so as to movably place the scissor lift frame 16;

[0025] A scissor lift frame 16 is movably connected between the lower limit frame 15 and the upper limit frame 20. Two ends of one side of the scissor lift frame 16 are rotatably connected to the top end of the bottom plate 12 and the bottom end of the top plate 13 respectively. Internal thread seats 18 are rotatably connected to the inner walls on both sides between the scissor lift frames 16.

[0026] When in use, the internal thread seat 18 is provided so as to place the bidirectional screw rod 19;

[0027] The internal thread of the internal thread seat 18 is connected with a bidirectional screw rod 19, both ends of the bidirectional screw rod 19 extend to the outside of the internal thread seat 18, and a rotary handle 17 is installed at one end of the bidirectional screw rod 19;

[0028] When in use, the two internal thread seats 18 are located on the outer wall of the bidirectional screw rod 19 and slide toward each other so as to adjust the angle of the scissor lift frame 16;

[0029] A shaft 5 is provided at the center of the wheel 4 , both ends of the shaft 5 extend to the outside of the wheel 4 and are provided with bearings 6 , and the bottom end of the bearing 6 is connected to the top of the test bench 1 through a bracket.

[0030] When the embodiment of the present application is used, the horizontal force and vertical force are first calculated by the collected data. The vertical force is collected by the dynamic torque sensor 8, and the dynamic force value in the experiment can be collected. The horizontal force is indirectly obtained by collecting the driving torque of the wheel 4. By setting the dynamic torque sensor 8, the dynamic torque in the experiment can be obtained. The dynamic horizontal force can be obtained by comparing the radius of the wheel 4. The vertical force of the wheel 4 is applied by adjusting the distance between the pedestal 14 and the wheel 4. The collected data is displayed in real time by the paperless recorder 11, and the pavement surface is placed on the top of the pedestal 14 so that the pavement surface contacts the lower surface of the wheel 4 for friction performance testing. The surface and the wheel 4 can be replaced in order to simulate the friction performance test of the pavement surfaces of different airports. Then, by rotating the handle 17, it drives the bidirectional screw rod 19 to rotate inside the internal threaded seat 18. At this time, the internal threaded seat 18 is located on the outer wall of the bidirectional screw rod 19 and slides toward each other, so that the angle of the scissor lift 16 changes, and the distance between the bottom plate 12 and the top plate 13 can be adjusted to adjust the distance between the base 14 and the wheel 4 as needed. Finally, by turning on the rotating drive part 10, the shaft 5 can drive the wheel 4 to rotate, so that the wheel 4 is located on the pavement surface placed on the top of the base 14 for rolling friction, thereby completing the use of the simulated friction performance teaching aid.

Claims

1. A teaching aid for simulating the friction performance of different airport pavement surfaces, characterized by: The invention comprises a test bench (1), wherein side support frames (2) are provided on both sides of the bottom end of the test bench (1), a bearing seat (3) is provided on the inner wall between the side support frames (2), a rotating drive member (10) is installed on one side of the top end of the test bench (1), a paperless recorder (11) is installed on the bottom end of the test bench (1) at the position of the rotating drive member (10), a dynamic torque sensor (8) is provided on the top end of the test bench (1) on the side of the rotating drive member (10), a wheel (4) is provided above the test bench (1) on the side of the dynamic torque sensor (8) away from the rotating drive member (10), the bottom end of the wheel (4) extends to the bottom of the test bench (1), a shaft (5) is provided at the center position inside the wheel (4), both ends of the shaft (5) extend to the outside of the wheel (4) and are provided with bearings (6), and the bottom end of the bearing (6) is connected to the top end of the test bench (1) through a bracket.

2. A teaching aid for simulating the friction performance of different airport pavement surfaces according to claim 1, characterized in that: A bottom plate (12) is provided at the top of the bearing seat (3) below the wheel (4), a top plate (13) is provided above the bottom plate (12), a pedestal (14) is provided at the top of the top plate (13), upper limit frames (20) are provided on both sides of the bottom end of the top plate (13), and lower limit frames (15) are provided on both sides of the top end of the bottom plate (12).

3. A teaching aid for simulating the friction performance of different airport pavement surfaces according to claim 1, characterized in that: A first rotating shaft (7) is provided on an outer wall of one side of the dynamic torque sensor (8), and an end of the first rotating shaft (7) away from the dynamic torque sensor (8) is connected to one end of the shaft (5).

4. A teaching aid for simulating the friction performance of different airport pavement surfaces according to claim 3, characterized in that: A second rotating shaft (9) is provided on the outer wall of the dynamic torque sensor (8) on the side away from the first rotating shaft (7), and one end of the second rotating shaft (9) away from the dynamic torque sensor (8) is connected to one end of the rotating driving member (10).

5. A teaching aid for simulating the friction performance of different airport pavement surfaces according to claim 2, characterized in that: A scissor-type lifting frame (16) is movably connected between the lower limit frame (15) and the upper limit frame (20), and two ends of one side of the scissor-type lifting frame (16) are rotatably connected to the top end of the bottom plate (12) and the bottom end of the top plate (13), respectively. Internal thread seats (18) are rotatably connected on the inner walls on both sides between the scissor-type lifting frames (16).

6. A teaching aid for simulating the friction performance of different airport pavement surfaces according to claim 5, characterized in that: The internal thread of the internal thread seat (18) is connected to a bidirectional screw rod (19), both ends of the bidirectional screw rod (19) extend to the outside of the internal thread seat (18), and one end of the bidirectional screw rod (19) is installed with a rotary handle (17).

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