Aviation airplane wheel brake power test bench
By introducing an auxiliary drive motor and an auxiliary drum into the aircraft wheel brake power test bench, the problem that the existing test bench cannot meet the large and small braking energy requirements has been solved, and the test capability has been expanded and flexibly adjusted.
Patent Information
- Application Number
- CN202520362501.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-04
- Publication Date
- 2026-01-23
- Estimated Expiration
- 2035-03-04
AI Technical Summary
Existing power test benches for aircraft tires and wheel brakes cannot meet the testing requirements for both higher and lower braking energies, nor can they adapt to the testing requirements of new aircraft models.
By setting auxiliary drive motors and auxiliary drums, the mechanical inertia of the test bench system or the torque of the transmission system can be changed, thereby increasing or decreasing the inertia and torque of the test bench and simulating test results with greater or less braking energy.
It enables flexible adjustment of the inertia and torque of the test bench, meeting the testing requirements for both larger and smaller braking energies, and expanding the testing capabilities of the test bench.
Smart Images
Figure CN223822014U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of mechanical equipment control technology, and specifically relates to an aircraft wheel brake power test bench. Background Technology
[0002] The aircraft tire, wheel, and brake device power test bench (power test bench) is mainly developed to meet the national military and civil aviation standards for power testing of tires, wheels, and brake devices. It is an indispensable test equipment for the manufacturing of aircraft tires, wheels, and brake devices.
[0003] The existing aircraft tire and wheel brake system dynamic test bench draws on similar testing equipment and technologies from both domestic and international sources. It employs a combination of mechanical and electrical inertia simulation, integrating dynamic testing of aircraft tire and wheel brake systems with digital simulation technology. Utilizing advanced computer automatic control technology, it conducts comprehensive simulation tests of aircraft tire and wheel brake systems by controlling load, speed, braking pressure, and drum energy. It can simulate aircraft takeoff, landing, braking, anti-skid system testing, structural moment testing, and static moment measurement. With the rapid development of China's domestic aviation industry and the continuous emergence of new defense and civilian aircraft models, the testing requirements for both larger and smaller braking energies are constantly being introduced. The testing capabilities of brake test benches designed based on previous aviation industry plans can no longer meet the testing needs of new products. Utility Model Content
[0004] To address the aforementioned problems, the purpose of this utility model is to provide an aircraft wheel brake power test bench, which changes the mechanical inertia of the test bench system or the torque of the transmission system by setting an auxiliary drive motor and an auxiliary drum, thereby meeting the test requirements for both greater and less braking energy.
[0005] The technical solution of this utility model is as follows: an aircraft wheel brake power test bench, including a main drive motor, a main drum, a clutch, and a wheel loading movable frame. The front output shaft of the main drive motor is connected to a drum support bearing, and the rear output shaft of the main drive motor is connected to an auxiliary drive motor. The main drum is rotatably connected to the drum support bearing. The auxiliary drum is connected to the side of the drum support bearing away from the main drive motor via a clutch. The wheel loading movable frame is equipped with an aircraft wheel and a loading hydraulic cylinder. The aircraft wheel is equipped with a wheel brake.
[0006] A torque sensor is installed on the front output shaft of the main drive motor.
[0007] The rotation center lines of the main drum and the aircraft wheels are parallel to each other.
[0008] The rotation center lines of the front and rear output shafts of the main drive motor, the rotation center line of the main drum, the rotation center line of the output shaft of the auxiliary drive motor, and the rotation center line of the auxiliary drum all coincide with each other.
[0009] The loading hydraulic cylinder is equipped with a loading measurement and control sensor.
[0010] The technical advantages of this invention are as follows: By setting an auxiliary drive motor and an auxiliary drum, this invention changes the mechanical inertia of the test bench system or the torque of the transmission system, thus meeting the testing requirements for both higher and lower braking energy. When the test bench needs to perform high-energy tests, the auxiliary drum is connected to the test bench's inertia system via a clutch, thereby increasing the mechanical inertia of the test bench system and increasing the test bench's testing capacity. Alternatively, the positive torque compensation of the auxiliary drive motor can be used to expand and superimpose the increase in the test bench's testing capacity. When the test bench needs to perform low-energy tests, this is achieved through reverse drive torque compensation of the auxiliary drive motor.
[0011] The following will provide further explanation in conjunction with the accompanying drawings. Attached Figure Description
[0012] Figure 1 This is a schematic diagram of an aircraft wheel brake power test bench according to the present invention.
[0013] Reference numerals: 1-Main drive motor; 2-Torque sensor; 3-Main drum; 4-Drum support bearing; 5-Clutch; 6-Wheel brake; 7-Aircraft wheel; 8-Loading hydraulic cylinder; 9-Loading control sensor; 10-Auxiliary drive motor; 11-Auxiliary drum; 12-Wheel loading movable frame. Detailed Implementation Example 1
[0014] like Figure 1 As shown, an aircraft wheel brake power test bench includes a main drive motor 1, a main drum 3, a clutch 5, and a wheel loading movable frame 12. The front output shaft of the main drive motor 1 is connected to a drum support bearing 4, and the rear output shaft of the main drive motor 1 is connected to an auxiliary drive motor 10. The main drum 3 is rotatably connected to the drum support bearing 4. The side of the drum support bearing 4 away from the main drive motor 1 is connected to an auxiliary drum 11 via the clutch 5. The wheel loading movable frame 12 is equipped with an aircraft wheel 7 and a loading hydraulic cylinder 8. The aircraft wheel 7 is equipped with a wheel brake 6.
[0015] During normal testing, the main drive motor 1 drives the main drum 3 for testing. When the test bench requires high-energy testing, the auxiliary drum 11 is connected to the test bench's inertia system via the clutch 5, thereby increasing the mechanical inertia of the test bench system and increasing the test bench's testing capacity. Alternatively, the auxiliary drive motor 10 can be started, and its positive torque compensation can be used to expand and superimpose the increased testing capacity. When the test bench requires low-energy testing, the reverse torque compensation of the auxiliary drive motor 10 is used. By setting up an auxiliary drive motor and an auxiliary drum, this invention changes the mechanical inertia of the test bench system or the torque of the transmission system, meeting the testing requirements for both higher and lower braking energy. Example 2
[0016] Based on Embodiment 1, in this embodiment, preferably, a torque sensor 2 is provided on the front output shaft of the main drive motor 1.
[0017] The main drive motor 1 of this invention is equipped with a torque sensor 2 on its front output shaft, which is used to monitor the torque magnitude during the experiment. Example 3
[0018] Based on Embodiment 1 or Embodiment 2, in this embodiment, preferably, the rotation center lines of the main drum 3 and the aircraft wheel 7 are parallel to each other.
[0019] The rotation center lines of the main drum 3 and the aircraft wheel 7 described in this invention are parallel to each other, which facilitates full contact between the main drum 3 and the aircraft wheel 7 for relevant testing. Example 4
[0020] Based on Embodiment 1, in this embodiment, preferably, the rotation center lines of the front and rear output shafts of the main drive motor 1, the rotation center line of the main drum 3, the rotation center line of the output shaft of the auxiliary drive motor 10, and the rotation center line of the auxiliary drum 11 coincide with each other.
[0021] The rotation center lines of the front and rear output shafts of the main drive motor 1, the rotation center line of the main drum 3, the rotation center line of the output shaft of the auxiliary drive motor 10, and the rotation center line of the auxiliary drum 11 of this invention coincide with each other, which facilitates the normal output of torque during the experiment. Example 5
[0022] Based on Embodiment 1, in this embodiment, preferably, the loading hydraulic cylinder 8 is equipped with a loading measurement and control sensor 9.
[0023] The loading hydraulic cylinder 8 of this utility model is equipped with a loading measurement and control sensor 9, which is used to control the loading of the loading hydraulic cylinder 8.
[0024] In practical use, during normal experiments, the main drive motor 1 drives the main drum 3 for testing. When the test bench requires high-energy testing, the auxiliary drum 11 is connected to the test bench's inertia system via the clutch 5, thereby increasing the mechanical inertia of the test bench system and increasing the test bench's testing capacity. Alternatively, the auxiliary drive motor 10 can be started, and its positive torque compensation can be used to expand and superimpose the increase in the test bench's testing capacity. When the test bench requires low-energy testing, the reverse drive torque compensation of the auxiliary drive motor 10 is used. This invention, by setting up an auxiliary drive motor and an auxiliary drum, changes the mechanical inertia of the test bench system or the torque of the transmission system to meet the testing requirements for both higher and lower braking energy. The specific process is as follows: During the braking test, the main drive motor 1 drives the main drum 3 to rotate, simulating the wheel running speed through the outer edge surface of the main drum 3. Then, the loading hydraulic cylinder 8 presses the aircraft wheel 7 against the outer edge surface of the main drum 3 to simulate the aircraft load. The mechanical drum inertia combined with the "electrical inertia" generated by the output torque of the main drive motor 1 simulates the inertia referred to the test aircraft wheel 7 during braking. When the linear velocity of the outer edge surface of the main drum 3 reaches the test set value and the wheel load reaches the test load simultaneously, the braking test is in the initial braking state. During braking, the drum system is decelerated to zero speed due to the resistance torque generated on the wheel brake 6, which is transmitted to the main drum 3 through the aircraft tire of the test aircraft wheel 7. The wheel load remains unchanged at the beginning of the test. The output torque of the main drive motor 1 is used to control the "electrical inertia," so that the sum of the "electrical inertia" and the inertia of the main drum 3 equals the test set inertia.
[0025] J 目标 =J 基础 ±J 电 (1)
[0026] In the formula, J 目标 The target inertia required for the experiment; J 基础 J is the inherent mechanical inertia of the test bench; 电 The inertia simulated for the motor (can be positive or negative);
[0027] The inertia J of the simulated motor 电 The maximum (positive) electric inertia (J) can be achieved by controlling the magnitude (including direction) of the motor's output torque through an electric drive system. 电Max Simulation and minimum (reverse) electric inertia (J) 电Min Arbitrary control between simulations, that is, under the condition that the deceleration rate is determined during the braking test, J 电 ∝T 电 Right now:
[0028] (2)
[0029] In the formula, K is a constant; T is the deceleration rate during wheel braking; 电 Torque compensation for the drive motor during wheel braking.
[0030] As can be seen from the above formula (1), in order to expand the test capability and inertia simulation range of the power test bench for aircraft tires, wheels and brake devices, it can be achieved by increasing (decreasing) the inherent mechanical inertia of the test bench and the inertia simulated by the motor (which can be positive or negative).
[0031]
[0032] In the formula, T 电原 The output torque of the main drive motor; T 电增 This is used to drive the motor and output torque.
[0033] The inherent mechanical inertia of the test bench cannot be reduced; it can only be increased by increasing the mechanical inertia of the auxiliary drum wheel, i.e., the auxiliary drum wheel 11 (J). 辅助 This allows for an upward expansion of the test bench's testing capabilities. By superimposing the output torques of the auxiliary drive motor 10 and the main drum drive motor 1, the simulated inertia J of the motors can be increased. 电Max and J 电Min Increase and decrease, thereby expanding J 电 That is, J 目标 The coverage area.
[0034] When conducting a braking test and simulating the ultimate inertia, such as Figure 1 The clutch 5 shown engages, causing the mechanical inertia of the main drum 3 and the auxiliary drum 11 to be added together, and then superimposed with the electrical inertia of the main drive motor 1 and the auxiliary drive motor 10. The output torque of the two motors simulates the electrical inertia, thereby realizing the simulation of the maximum inertia of the test bench. The expression is shown in equation (3).
[0035] (3)
[0036] When conducting a braking test and simulating the ultimate inertia, such as Figure 1 The clutch 5 shown is disengaged, causing the main drum 3 and the auxiliary drum 11 to disengage, maintaining the original mechanical inertia of the test bench. Then, the electric inertia simulated by the output torque of the main drive motor 1 and the auxiliary drive motor 10 is superimposed in the opposite direction, thereby realizing the minimum inertia simulation of the test bench. The expression is shown in equation (4).
[0037] (4)
[0038] This invention, by setting an auxiliary drive motor and an auxiliary drum, changes the mechanical inertia of the test bench system or the torque of the transmission system, thereby meeting the test requirements for both greater and less braking energy.
[0039] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present utility model should be included within the protection scope of the present utility model.
Claims
1. An aircraft wheel brake dynamic test bench, characterized in that: The system includes a main drive motor (1), a main drum (3), a clutch (5), and a wheel loading frame (12). The front output shaft of the main drive motor (1) is connected to a drum support bearing (4), and the rear output shaft of the main drive motor (1) is connected to an auxiliary drive motor (10). The main drum (3) is rotatably connected to the drum support bearing (4). The side of the drum support bearing (4) away from the main drive motor (1) is connected to an auxiliary drum (11) via a clutch (5). The wheel loading frame (12) is equipped with an aircraft wheel (7) and a loading hydraulic cylinder (8). The aircraft wheel (7) is equipped with a wheel brake (6).
2. The aircraft wheel brake power test bench according to claim 1, characterized in that: A torque sensor (2) is provided on the front output shaft of the main drive motor (1).
3. The aircraft wheel brake power test bench according to claim 1, characterized in that: The rotation center lines of the main drum (3) and the aircraft wheel (7) are parallel to each other.
4. The aircraft wheel brake power test bench according to claim 1, characterized in that: The rotation center lines of the front and rear output shafts of the main drive motor (1), the rotation center line of the main drum (3), the rotation center line of the output shaft of the auxiliary drive motor (10), and the rotation center line of the auxiliary drum (11) coincide with each other.
5. The aircraft wheel brake power test bench according to claim 1, characterized in that: The loading hydraulic cylinder (8) is equipped with a loading measurement and control sensor (9).