Aircraft tire tread rubber friction testing device

Abstract

The utility model relates to the technical field of aircraft tire friction testing, in particular to an aircraft tire tread rubber friction testing device which comprises a base and stand columns, two sets of stand columns are symmetrically fixed to the top of the base front and back, a main shaft is rotationally arranged between the two sets of stand columns, and a testing arm is fixedly arranged on the main shaft. A starting assembly used for fixing and driving an aviation wheel set is arranged on the testing arm, a first hydraulic cylinder drives a connecting column to move, and a clamping disc and a fixing column can be driven to move, so that the starting assembly can conveniently and rapidly detach and fix the wheel set provided with an aviation tire, and the testing efficiency is higher; and when the second hydraulic cylinder drives the driving arm, the main shaft swings, so that the tires can better simulate the use conditions of the aircraft during takeoff and landing through the driving assembly, and the friction test is closer to the actual use condition.

Description

Technical Field

[0001] The utility model relates to the technical field of aviation tire friction testing, in particular to an aviation tire tread rubber friction testing device. Background Art

[0002] Aviation tires, commonly known as aircraft tires, are the only parts of an aircraft that come into contact with the pavement. They support loads, transmit braking force, driving force, and steering force during takeoff and landing, and their service behavior is directly related to flight safety. The high speed and long taxiing distance of aircraft during takeoff and landing, as well as the frequent long-distance taxiing with the brakes by pilots, will cause high-speed friction and severe wear between the tread of the aircraft tire and the pavement, producing a large amount of white smoke and leaving black marks, which may further cause "brake grinding", "hydroplaning", tire blowout, and tread shedding, seriously endangering the lives of passengers. The tire tread rubber directly bears the friction between the weight of the aircraft and the runway, and its damage behavior is crucial to the service life and safe service of the aircraft tire. In order to clarify the failure mechanism of aircraft tires, it is urgent to study the tribological properties between the tread rubber and the airport pavement, so it is necessary to use an aviation tire tread rubber friction test device.

[0003] China Utility Model Patent Authorization Announcement No.: CN220207345U discloses an aviation tire tread rubber friction test device, including a bottom plate, a fixed platform is fixed on the upper end of the bottom plate, a height adjustment assembly is provided on the upper end of the fixed platform, a movable seat is threadedly sleeved on the outer side of the height adjustment assembly, and a second motor is fixed on the outer wall of the movable seat. Through the electric telescopic rod, the movable rod is controlled to first retract and then extend to restore, and the fixed column located on the outer wall of one end of the movable rod can squeeze the convex part of the first connecting tube and the concave part of the second connecting tube, so that the first connecting tube, the second connecting tube, the sleeve and the friction test assembly can be rotated 72 degrees counterclockwise as a whole, so that the exchange between multiple friction plates can be realized. The friction coefficients of the outer surfaces of the five friction plates distributed in an annular manner are all inconsistent, which can simulate a variety of landing ground conditions, and is also convenient for detecting the tread rubber friction test of aviation tire tread rubber samples under various ground conditions.

[0004] However, when the above structure is in use, the wheel set cannot be replaced quickly. When multiple tires need to be tested, it takes a long time, which affects the test efficiency. At the same time, the tires move straight up and down, which cannot well simulate the posture of the tires contacting the ground when the aircraft takes off and lands. Therefore, it needs to be improved. Utility Model Content

[0005] 1. Technical issues to be solved

[0006] In view of the deficiencies of the prior art, the utility model provides an aviation tire tread rubber friction testing device.

[0007] (II) Technical solution

[0008] To achieve the above object, the present utility model provides the following technical solutions: An aviation tire tread rubber friction test device, including a base and columns. Two groups of columns are symmetrically fixed at the front and rear of the top of the base. A main shaft is rotatably arranged between the two groups of columns. A test arm is fixedly arranged on the main shaft. An activation component for fixing and driving an aviation wheel set is arranged on the test arm. A driving component for driving the main shaft to rotate is arranged on the top of the base on one side of the columns. A friction test piece is arranged at a position corresponding to the test arm on the top of the base.

[0009] To facilitate the disassembly of the aviation tire and drive its rotation, the improvement of the present utility model is that the activation component includes a driving motor, a positioning disk, a first hydraulic cylinder, a connecting column, a clamping disk and a fixing column. A wheel groove is arranged at the bottom of the test arm. A driving motor is fixedly arranged at a position corresponding to the wheel groove on the rear end face of the test arm. A positioning disk is rotatably arranged on the inner wall of one side corresponding to the driving motor of the wheel groove. The output end of the driving motor is connected to the positioning disk. A circular hole communicating with the wheel groove is arranged on the front end face of the test arm. An installation hole is arranged on the side wall of the test arm above the wheel groove. A first hydraulic cylinder is fixedly arranged in the installation hole. A connecting column is fixedly arranged at the output end of the first hydraulic cylinder. A clamping disk is rotatably arranged on the end face of the connecting column close to the circular hole. A plurality of fixing columns are fixedly arranged on the end face of the clamping disk close to the positioning disk. A plurality of fixing grooves adapted to the fixing columns are arranged on the side of the positioning disk close to the clamping disk. The fixing columns are adapted to the fixing grooves.

[0010] To facilitate driving the main shaft to swing and enabling the activation component to lift and lower the aviation tire, the improvement of the present utility model is that the driving component includes a fixing frame, a second hydraulic cylinder, a bushing and a driving arm. A fixing frame is fixedly arranged on the top of the base away from one side of the columns. A second hydraulic cylinder is rotatably arranged on the fixing frame. A bushing is fixedly arranged at the output end of the second hydraulic cylinder. One end of the driving arm is fixed on the main shaft. A connecting shaft is fixedly arranged on the rear side wall of the end of the driving arm away from the main shaft. The connecting shaft is rotatably connected to the bushing.

[0011] To facilitate increasing the stability of the movement of the connecting column of the activation component, the improvement of the present utility model is that it further includes a guiding column. A guiding column is fixedly arranged on the end face of the connecting column close to the test arm. The guiding column is located above the first hydraulic cylinder. A guiding groove is arranged on the test arm and on the side close to the guiding column. The guiding column is slidably connected to the guiding groove.

[0012] To facilitate blowing air on the tire, the improvement of the present utility model is that a blower is fixedly arranged on the top of the base on one side of the driving component.

[0013] To facilitate increasing the stability of the friction test piece, the improvement of the present utility model is that a baffle for limiting is fixedly arranged at a position corresponding to the friction test piece on the top of the base.

[0014] (III) Beneficial effects

[0015] Compared with the prior art, the utility model provides an aviation tire tread rubber friction test device which is convenient for replacing the wheel set and simulating the take-off and landing conditions of an airplane, and has the following beneficial effects:

[0016] For this aviation tire tread rubber friction test device, the connecting column is driven to move by the first hydraulic cylinder, which can drive the clamping disc and the fixed column to move, so that the starting component can facilitate the quick disassembly and fixation of the wheel set equipped with the aviation tire, making the test efficiency higher; when the second hydraulic cylinder drives the driving arm, the main shaft swings, so that the use conditions of the tire during the take-off and landing of the airplane can be better simulated through the driving component, making the friction test closer to the actual use situation. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a schematic structural diagram of the utility model;

[0018] Figure 2 is the utility model Figure 1 schematic diagram of another perspective of the structure;

[0019] Figure 3 is the utility model Figure 2 schematic diagram of another perspective of the structure;

[0020] Figure 4 is the utility model Figure 3 schematic diagram of another perspective of the structure;

[0021] Figure 5 is the utility model Figure 4 schematic diagram of another perspective of the structure;

[0022] In the figure: 1, base; 2, column; 3, main shaft; 4, test arm; 5, first hydraulic cylinder; 6, connecting column; 7, clamping disc; 8, fixed column; 9, guide column; 10, drive motor; 11, positioning disc; 12, drive arm; 13, fixed frame; 14, second hydraulic cylinder; 15, bushing; 16, blower; 17, friction test piece; 18, baffle. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0023] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0024] Please refer to Figures 1-5, an aviation tire tread rubber friction testing device, comprising a base 1 and columns 2. Two groups of columns 2 are symmetrically and fixedly arranged at the front and rear of the top of the base 1. A main shaft 3 is rotatably arranged between the two groups of columns 2. A testing arm 4 is fixedly arranged on the main shaft 3. An activation assembly for fixing and driving an aviation wheel set is arranged on the testing arm 4. A driving assembly for driving the main shaft 3 to rotate is arranged on the top of the base 1 on one side of the columns 2. A friction testing piece 17 is arranged at a position corresponding to the testing arm 4 on the top of the base 1.

[0025] The hub equipped with an aviation tire is fixed through the activation assembly, and the driving assembly drives the main shaft 3 to swing on the two side columns 2. The columns 2 drive the main shaft 3 and the activation assembly to swing, so as to simulate the take-off and landing of an airplane, and make the tread friction on the friction testing piece 17 for testing.

[0026] The above activation assembly can be any one. This application provides an embodiment. The activation assembly includes a driving motor 10, a positioning disk 11, a first hydraulic cylinder 5, a connecting column 6, a clamping disk 7 and a fixing column 8. A wheel groove is arranged at the bottom of the testing arm 4. A driving motor 10 is fixedly arranged at a position corresponding to the wheel groove on the rear end face of the testing arm 4. A positioning disk 11 is rotatably arranged on the inner wall of one side corresponding to the driving motor 10 of the wheel groove. The output end of the driving motor 10 is connected to the positioning disk 11. A circular hole communicating with the wheel groove is arranged on the front end face of the testing arm 4. An installation hole is arranged on the side wall of the testing arm 4 above the wheel groove. A first hydraulic cylinder 5 is fixedly arranged in the installation hole. A connecting column 6 is fixedly arranged at the output end of the first hydraulic cylinder 5. A clamping disk 7 is rotatably arranged on the end face of the connecting column 6 close to the circular hole. A plurality of groups of fixing columns 8 are fixedly arranged on the end face of the clamping disk 7 close to the positioning disk 11. A plurality of groups of fixing grooves adapted to the fixing columns 8 are arranged on the side of the positioning disk 11 close to the clamping disk 7. The fixing columns 8 are adapted to the fixing grooves; the hub equipped with an aviation tire is placed in the wheel groove, the first hydraulic cylinder 5 is started to contract the output end, further driving the connecting column 6 to move towards the testing arm 4 side, further making the fixing columns 8 on the clamping disk 7 insert into the bolt holes of the hub and then further into the fixing grooves of the positioning disk 11, so as to complete the fixation of the wheel set. The clamping disk 7 can rotate in the circular hole, and the driving motor 10 can drive the positioning disk 11 to rotate, and further drive the wheel set to rotate.

[0027] The situation that exists when the above structure is in use. To solve the above problems, the driving assembly includes a fixed frame 13, a second hydraulic cylinder 14, a bushing 15, and a driving arm 12. A fixed frame 13 is fixedly arranged on one side of the base 1 away from the column 2. A second hydraulic cylinder 14 is rotatably arranged on the fixed frame 13. A bushing 15 is fixedly arranged at the output end of the second hydraulic cylinder 14. One end of the driving arm 12 is fixed on the main shaft 3. A connecting shaft is fixedly arranged on the rear side wall of the driving arm 12 away from the main shaft 3. The connecting shaft is rotatably connected to the bushing 15. The second hydraulic cylinder 14 can swing on the fixed frame 13. The output end of the second hydraulic cylinder 14 extends and drives the driving arm 12 through the bushing 15 and the connecting shaft, so that the driving arm 12 swings around the main shaft 3 as the center, thereby driving the main shaft 3, the test arm 4, the starting assembly, and the wheel set to swing between the two columns 2. When the test arm 4 swings downward, the tread of the wheel set can be rubbed against the friction test piece 17, so that the tread can be tested.

[0028] When the above starting assembly is in use, there is a problem that the connecting column 6 moves unstably. To solve the above problems, a guiding column 9 is further included. A guiding column 9 is fixedly arranged on the end face of the connecting column 6 close to the test arm 4. The guiding column 9 is located above the first hydraulic cylinder 5. A guiding groove is arranged on the test arm 4 close to the guiding column 9 on the side of the guiding column 9. The guiding column 9 is slidably connected to the guiding groove. When the connecting column 6 moves, the stability of the movement of the connecting column 6 can be increased by the movement of the guiding column 9 in the guiding groove.

[0029] When the above structure tests the tire, the influence of the airflow during actual use is lacking. To meet the above situation, a blower 16 is fixedly arranged on the top of the base 1 on the side of the driving assembly. The blower 16 can blow air towards the tire side to meet the conditions during actual use for testing.

[0030] When the above friction test piece 17 is subjected to the rolling friction of the tire, there is a problem that it is easy to shift. To solve the above problems, a baffle 18 for limiting is fixedly arranged at the corresponding position of the top of the base 1 and the friction test piece 17.

[0031] Although the embodiments of the present invention have been shown and described, for those of ordinary skill in the art, it can be understood that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirits of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An aviation tire tread rubber friction test device, comprising a base (1) and a column (2), characterized in that: On the top of the base (1), two groups of columns (2) are symmetrically fixed in the front and back. A main shaft (3) is rotatably arranged between the two groups of columns (2). A test arm (4) is fixedly arranged on the main shaft (3). An activation component for fixing and driving an aviation wheel set is arranged on the test arm (4). On the top of the base (1), a driving component for driving the main shaft (3) to rotate is arranged on one side of the column (2). A friction test piece (17) is arranged at a position corresponding to the test arm (4) on the top of the base (1).

2. The aviation tire tread rubber friction test device according to claim 1, characterized in that: The activation component includes a driving motor (10), a positioning disk (11), a first hydraulic cylinder (5), a connecting column (6), a clamping disk (7) and a fixing column (8). A wheel groove is arranged at the bottom of the test arm (4). The driving motor (10) is fixedly arranged at a position corresponding to the wheel groove on the rear end face of the test arm (4). The positioning disk (11) is rotatably arranged on the inner wall of one side corresponding to the driving motor (10) of the wheel groove. The output end of the driving motor (10) is connected to the positioning disk (11). A circular hole communicating with the wheel groove is arranged on the front end face of the test arm (4). An installation hole is arranged on the side wall of the test arm (4) above the wheel groove. The first hydraulic cylinder (5) is fixedly arranged in the installation hole. The output end of the first hydraulic cylinder (5) is fixedly provided with a connecting column (6). A clamping disk (7) is rotatably arranged on the end face of the connecting column (6) close to the circular hole. A plurality of fixing columns (8) are fixedly arranged on the end face of the clamping disk (7) close to the positioning disk (11). A plurality of fixing grooves adapted to the fixing columns (8) are arranged on the side of the positioning disk (11) close to the clamping disk (7). The fixing columns (8) are adapted to the fixing grooves.

3. The aviation tire tread rubber friction testing device according to claim 2, characterized in that: The driving component includes a fixing frame (13), a second hydraulic cylinder (14), a shaft sleeve (15) and a driving arm (12). The fixing frame (13) is fixedly arranged on one side of the top of the base (1) far from the column (2). The second hydraulic cylinder (14) is rotatably arranged on the fixing frame (13). The output end of the second hydraulic cylinder (14) is fixedly provided with a shaft sleeve (15). One end of the driving arm (12) is fixed on the main shaft (3). A connecting shaft is fixedly arranged on the rear side wall of the end of the driving arm (12) far from the main shaft (3). The connecting shaft is rotatably connected to the shaft sleeve (15).

4. The aviation tire tread rubber friction testing device according to claim 2, characterized in that: It further includes a guiding column (9). The guiding column (9) is fixedly arranged on the end face of the connecting column (6) close to the test arm (4). The guiding column (9) is located above the first hydraulic cylinder (5). A guiding groove is arranged on the test arm (4) on the side close to the guiding column (9) of the guiding column (9). The guiding column (9) is slidably connected to the guiding groove.

5. The aviation tire tread rubber friction testing device according to claim 4, wherein: A blower (16) is fixedly arranged on the top of the base (1) on one side of the driving component.

6. The aviation tire tread rubber friction testing device according to claim 5, characterized in that: A baffle (18) for limiting is fixedly arranged at a position corresponding to the friction test piece (17) on the top of the base (1).

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