An airport pavement panel testing machine

Abstract

This utility model discloses an airport pavement panel testing machine, relating to the field of abrasion resistance testing technology. The testing machine includes a base with a specimen fixing groove at its upper end; a support frame including a first support plate and a second support plate located at the left and right ends of the upper surface of the base; an aircraft take-off and landing simulation mechanism located between the first and second support plates; an aircraft simulation device connected to the aircraft take-off and landing simulation mechanism, with rubber wheels at the bottom of the aircraft simulation device for contacting the specimen surface; and a specimen, which is an airport pavement panel specimen with an abrasion-resistant layer on its surface. This utility model can perform multi-mode testing of the abrasion resistance performance of the specimen surface, providing data reference for pavement panel improvement and aircraft flight safety.

Description

Technical Field

[0001] This utility model relates to the field of airport runway panel wear resistance testing technology, specifically to an airport runway panel testing machine. Background Technology

[0002] Airport pavement slabs have very high requirements for wear resistance because, unlike conventional roads that are only for vehicle traffic, airport pavement slabs not only need to carry a large number of people or goods, but also need to withstand the huge impact and pressure from aircraft takeoffs and landings. Only wear-resistant pavement slabs can ensure that they remain flat and durable under frequent use, reducing wear and deformation.

[0003] The abrasion resistance testing of airport pavement slabs mainly adopts existing building materials and highway industry standards, both of which use steel abrasive wheels to wear down concrete specimens. This method has drawbacks:

[0004] 1) Tests were conducted on concrete specimens molded in the laboratory, which differed from the actual pavement molding process on the construction site: the on-site pavement underwent a roughening process, while the laboratory did not; the on-site pavement underwent a slurry-raising process, while the laboratory did not. The test method involved a pre-grinding process of 30 revolutions to remove the surface laitance and some mortar from the specimen, followed by further grinding. This grinding often reached the coarse aggregate, which has better abrasion resistance than the mortar layer, causing data distortion. The actual abrasion-resistant layer is only the mortar layer and does not include the coarse aggregate. The coarse aggregate is a structural component of the concrete structure, responsible for structural performance, not abrasion resistance. Therefore, the test results of the specimens are not necessarily correlated with the abrasion resistance of the pavement actually delivered for use.

[0005] 2) Existing indoor testing methods differ from the actual wear conditions of pavement during operation: the testing method uses steel wheels to grind concrete, while in reality, tires (including aircraft tires and vehicle tires) grind concrete. Due to the enormous size of aircraft, their impact on the wear-resistant layer is particularly significant. In other words, the original test method of grinding concrete with steel wheels can only qualitatively characterize the differences in wear resistance of different concrete material compositions, and the data obtained is irrelevant to actual wear.

[0006] In addition, some existing methods for testing the abrasion resistance of airport pavements use friction testers, but this method has the following drawbacks:

[0007] 1. Inability to simulate the impact of aircraft landing on pavement abrasion resistance: Because aircraft landing has a great impact on pavement abrasion resistance, this impact has a great impact on pavement friction performance, but existing methods lack simulation of the aircraft landing process.

[0008] 2. In extreme cases, an aircraft may lose control and fall directly from the air, impacting the pavement. Current methods lack simulation of such extreme situations and cannot detect the impact on the wear resistance of airport pavements under these conditions.

[0009] 3. During takeoff, as the aircraft's lift increases, the friction between the aircraft tires and the runway gradually decreases. Existing detection methods cannot simulate this process, and therefore cannot provide data that is of reference value.

[0010] In summary, the actual wear-resistant layer is only the mortar layer and does not include coarse aggregate. How to test the wear resistance of this wear-resistant layer is an important problem that urgently needs to be solved. Utility Model Content

[0011] This utility model provides an airport pavement slab testing machine, which aims to solve the problems described in 1-3 of the prior art. It tests the wear resistance of the mortar layer (i.e., wear-resistant layer) of concrete pavement, and provides data reference for the actual construction and safe use of airport pavement.

[0012] To solve the above problems, the technical solution of this utility model is as follows:

[0013] An airport runway panel testing machine includes:

[0014] The base has a specimen fixing groove at its upper end;

[0015] The support frame includes a first support plate and a second support plate disposed at the left and right ends of the upper surface of the base;

[0016] An aircraft takeoff and landing simulation mechanism is provided between a first support plate and a second support plate.

[0017] An aircraft simulator is connected to an aircraft take-off and landing simulation mechanism. Rubber wheels are provided at the bottom of the aircraft simulator to contact the surface of the test piece.

[0018] The test specimen is an airport runway panel test specimen, and the surface of the test specimen is provided with a wear-resistant layer;

[0019] The aircraft simulation device includes a box for loading counterweights, rubber wheels on the front and rear sides of the bottom of the box, and fixed shafts running through the front and rear walls of the box.

[0020] Preferably, the base is a rectangular plate structure, and the specimen fixing groove includes a first fixing block on the left side, a second fixing block on the right side, a third fixing block on the front side, and a fourth fixing block on the rear side.

[0021] Both the second and third fixing blocks are equipped with through positioning bolts, which are screwed to the second and third fixing blocks respectively. The inner end of the positioning bolt is equipped with a pressure plate for pressing the specimen.

[0022] Preferably, the aircraft takeoff and landing simulation mechanism includes an aircraft takeoff and landing trajectory simulation guide rail, a drive unit for driving the aircraft simulation device to move left and right along the simulation guide rail, and a lifting unit for adjusting the height of the aircraft simulation device vertically.

[0023] Preferably, the simulated guide rail includes an integrally formed guide rail body, with an inclined section on the left side and a horizontal section on the right side. The high end of the inclined section is fixedly connected to the first support plate, the low end is connected to one end of the horizontal section, and the other end of the horizontal section is fixedly connected to the second support plate.

[0024] There are two guide rail bodies, which are symmetrically arranged about the middle face of the first support plate and the second support plate. The connection position between the inclined section and the horizontal section is arc-shaped, and the inclined section and the horizontal section are provided with an integrally connected guide rail groove.

[0025] Preferably, guide wheels are installed at both ends of the fixed shaft, and the guide wheels are embedded in the corresponding guide rail grooves and slide in cooperation with the guide rail grooves;

[0026] A guide groove is provided at the part where the fixed shaft contacts the front and rear walls of the housing. A guide slider is slidably connected in the guide groove along the vertical direction. The fixed shaft passes through the guide slider and is fixedly connected to the guide slider. A damping device is also connected between the fixed shaft and the front or rear wall of the housing.

[0027] The damping device includes a viscoelastic damper, the fixed end of which is fixedly connected to the outer wall of the box, and the telescopic end is connected to the fixed shaft through a spring.

[0028] Preferably, the driving unit includes two linear guide rails disposed between the front and rear sides of the inner surfaces of the first support plate and the second support plate, and a movable seat is slidably connected between the two linear guide rails.

[0029] The front and rear ends of the movable seat are slidably connected to the corresponding linear guide rails. A first lead screw and a second lead screw are respectively provided on the front and rear sides of the opposite surfaces of the first support plate and the second support plate. The first lead screw and the second lead screw are arranged in parallel. One end of the first lead screw passes through the outer surface of the second support plate and is fixedly connected to the output shaft of the servo motor preset on the outer surface of the second support plate.

[0030] The other end of the first lead screw and the same side end of the second lead screw pass through the first support plate and are respectively provided with a driving sprocket and a driven sprocket at the end. The driving sprocket and the driven sprocket are connected by chain drive. The first lead screw and the second lead screw pass through the movable seat and are screwed to the movable seat. Under the drive of the servo motor, the movable seat moves left and right along the linear guide rail.

[0031] The top of the box is provided with connecting plates on the front and back sides respectively. The top left and right sides of the connecting plates are provided with guide rods along the vertical direction. The movable seat has four guide holes arranged in a rectangle. The guide rods pass through the corresponding guide holes and are slidably connected to the guide holes. The tops of the four guide rods are fixedly connected to a fixing plate.

[0032] Preferably, the lifting unit includes an electric cylinder located vertically at the center of the top of the movable seat. The fixed end of the electric cylinder is fixedly connected to the movable seat, and the telescopic end is connected to the center of the bottom of the fixed plate through a pressure sensor.

[0033] Preferably, the movable seat has two sleeves with internal threads arranged side by side along the front-to-back direction, and the first lead screw and the second lead screw are respectively screwed to the corresponding sleeves;

[0034] The sleeve is slidably fitted with a guide sleeve, which is fixedly connected to a through hole pre-set on the movable seat and passing through the left and right ends of the movable seat. The upper and lower ends of the movable seat are respectively provided with electric push rods in the vertical direction. The fixed end of the electric push rod is fixedly connected to the movable seat, and the telescopic end extends into the movable seat and is fixedly connected with a positioning rod.

[0035] Preferably, the positioning rod passes through a pre-set sliding hole on the outer wall of the guide sleeve and is inserted into the positioning hole on the outer wall of the sleeve. The locking and unlocking of the sleeve and the guide sleeve are achieved by the extension and retraction of the electric push rod. The cross-section of the outer wall of the sleeve and the inner hole of the guide sleeve are both rectangular.

[0036] The airport runway panel testing equipment also includes a control system, which is electrically connected to a power supply and pressure sensors, and is configured to control the movements of servo motors, electric cylinders, and electric push rods.

[0037] This utility model has the following beneficial effects:

[0038] This invention enables multi-mode testing of the wear-resistant layer (mortar layer) performance on the surface of test specimens, including the influence of aircraft takeoff state on wear resistance, aircraft landing state on wear resistance, and aircraft crash state on wear resistance. Through the above tests, the wear resistance performance of the wear-resistant layer can be fully verified, providing data reference for the improvement of runway panels and the flight safety of aircraft. The testing method of this invention is closer to reality and has high practical value. Attached Figure Description

[0039] Figure 1A front view structural diagram of this utility model;

[0040] Figure 2 A top view of the structure of this utility model in the AA direction;

[0041] Figure 3 A top view of the structure of this utility model from the BB direction;

[0042] Figure 4 A top view of the specimen fixing groove of this utility model;

[0043] Figure 5 A front view schematic diagram of the aircraft simulation device of this utility model;

[0044] Figure 6 A side view of the aircraft simulator of this utility model (without the damping device);

[0045] Figure 7 A cross-sectional view of the movable base of this utility model.

[0046] 1. Base; 2. First support plate; 3. Second support plate; 4. Linear guide rail; 5. Box body; 6. Guide rod; 7. Fixing plate; 8. Electric cylinder; 9. Specimen fixing groove; 91. First fixing block; 92. Second fixing block; 93. Third fixing block; 10. Positioning bolt; 11. Pressure plate; 12. Simulated guide rail; 13. Guide rail body; 131. Inclined section; 132. Horizontal section; 14. Fixed shaft; 15. Guide wheel; 16. Rubber wheel; 17. Servo motor; 18. Viscoelastic damper; 19. First lead screw; 20. Second lead screw; 21. Drive sprocket; 22. Moving seat; 23. Guide sleeve; 24. Sleeve; 25. Electric push rod; 26. Connecting plate; 27. Specimen; 28. Spring; 29. ​​Guide groove; 30. Guide slider; 31. Positioning rod. Detailed Implementation

[0047] The following is a detailed description of the embodiments of this utility model in a step-by-step manner. This description is only a preferred embodiment of this utility model and is not intended to limit the scope of protection of this utility model. Any modifications, equivalent substitutions and improvements made within the spirit and principles of this utility model should be included within the scope of protection of this utility model.

[0048] In the description of this utility model, it should be noted that the terms "upper", "lower", "left", "right", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or a specific orientation structure and operation. Therefore, they should not be construed as limitations on this utility model.

[0049] Example 1

[0050] This utility model relates to a testing machine for airport runway panels, such as... Figure 1-7 As shown, it includes:

[0051] Base 1, the upper end of which is provided with a specimen fixing groove 9;

[0052] The support frame includes a first support plate 2 and a second support plate 3 disposed at the left and right ends of the upper surface of the base 1;

[0053] An aircraft takeoff and landing simulation mechanism is provided between the first support plate 2 and the second support plate 3.

[0054] An aircraft simulation device is connected to an aircraft take-off and landing simulation mechanism, and a rubber wheel 16 is provided at the bottom of the aircraft simulation device for contacting the surface of the test piece 27.

[0055] Specimen 27, the specimen being an airport runway panel specimen, has a wear-resistant layer (e.g., ...) on its surface. Figure 1 As shown in the figure (not marked).

[0056] Example 2

[0057] like Figure 2-4 As shown, the base 1 is a rectangular plate structure. The specimen fixing groove 9 includes a first fixing block 91 on the left, a second fixing block 92 on the right, a third fixing block 93 on the front, and a fourth fixing block (not marked in the figure) on the rear. The second fixing block 92 and the third fixing block 93 are each provided with a through positioning bolt 10. The positioning bolt 10 is screwed to the second fixing block 92 and the third fixing block 93 respectively. The inner end of the positioning bolt 10 is provided with a pressure plate 11 for pressing the specimen 27.

[0058] In this embodiment, when placing the specimen, the specimen is placed in the specimen fixing groove, and then the positioning bolts are tightened to press and fix the specimen in the specimen fixing groove. The purpose of this setting is to reduce the difficulty of specimen installation. The specimen can be made of prefabricated airport runway panel material, cut into cubic specimens of a set size.

[0059] Example 3

[0060] like Figure 1-4As shown, the aircraft takeoff and landing simulation mechanism includes an aircraft takeoff and landing trajectory simulation rail 12, a drive unit for driving the aircraft simulation device to move left and right along the simulation rail 12, and a lifting unit for adjusting the height of the aircraft simulation device vertically. The drive unit drives the aircraft simulation device to simulate the deceleration state during landing, the acceleration state during takeoff, and the gradual deceleration state during taxiing. The lifting unit ensures that the rubber wheels are in contact with the wear-resistant layer on the surface of the test piece at a set position, and also assists the aircraft simulation device in switching between different states (takeoff, landing, aircraft crash, taxiing).

[0061] Example 4

[0062] like Figure 1-4 As shown, the simulated guide rail 12 includes an integrally formed guide rail body 13. The guide rail body 13 has an inclined section 131 on its left side and a horizontal section 132 on its right side. The high end of the inclined section 131 is fixedly connected to the first support plate 2, and the low end is connected to one end of the horizontal section 132. The other end of the horizontal section 132 is fixedly connected to the second support plate 3. There are two guide rail bodies 13, symmetrically arranged (i.e., front and back) about the midpoint of the first support plate 2 and the second support plate 3. The connection between the inclined section 131 and the horizontal section 132 has an arc-shaped transition. The inclined section 131 and the horizontal section 132 are provided with integrally connected guide rail grooves (such as...). Figure 1 (As shown).

[0063] Example 5

[0064] like Figure 1-7 As shown, the aircraft simulation device includes a box 5 for loading counterweights. Rubber wheels 16 are respectively provided on the front and rear sides of the bottom of the box 5. A fixed shaft 14 passes through the front and rear walls of the box 5. Guide wheels 15 are installed at the two ends of the fixed shaft 14. The guide wheels 15 are embedded in the corresponding guide rail grooves and slide with the guide rail grooves. A guide groove 29 is provided at the part of the fixed shaft 14 that contacts the front and rear walls of the box 5. A guide slider 30 is slidably connected vertically in the guide groove 29. The fixed shaft 14 passes through the guide slider 30 and is fixedly connected to the guide slider 30. A damping device is also connected between the fixed shaft 14 and the front or rear wall of the box 5. The damping device includes a viscoelastic damper 18. The fixed end of the viscoelastic damper 18 is fixedly connected to the outer wall of the box 5, and the telescopic end is connected to the fixed shaft 14 through a spring 28.

[0065] In this embodiment, when the test chamber moves to the horizontal section, the wear-resistant layer on the surface of the specimen supports the weight of the test chamber (and its internal counterweight) through rubber wheels to simulate the pressure exerted by an aircraft on the wear-resistant layer. During this process, the guide slider slides up and down in the guide groove, and vibration reduction is achieved through a damping device to simulate the vibration reduction measures during aircraft landing.

[0066] It should be noted that a partition can be installed inside the box above the guide channel to support and accommodate the counterweight.

[0067] Example 6

[0068] like Figure 1-4 As shown, the drive unit includes two linear guide rails 4 disposed between the front and rear sides of the inner surfaces of the first support plate 2 and the second support plate 3. A movable seat 22 is slidably connected between the two linear guide rails 4. The front and rear ends of the movable seat 22 are slidably connected to the corresponding linear guide rails 4. A first lead screw 19 and a second lead screw 20 are respectively provided on the front and rear sides of the opposite surfaces of the first support plate 2 and the second support plate 3. The first lead screw 19 and the second lead screw 20 are arranged in parallel. One end of the first lead screw 19 passes through the outer surface of the second support plate 3 and is fixedly connected to the output shaft of the servo motor 17 preset on the outer surface of the second support plate 3. The other end of the first lead screw 19 and the same-side end of the second lead screw 20 pass through the first support plate 2 and are respectively provided with a driving sprocket 21 and a driven sprocket (not marked in the figure) at their ends.

[0069] The driving sprocket 21 and the driven sprocket are connected by a chain (not marked in the figure). The first lead screw 19 and the second lead screw 20 pass through the movable seat 22 and are screwed to the movable seat 22. Driven by the servo motor 17, the movable seat 22 moves left and right along the linear guide rail 4. The front and rear sides of the top of the housing 5 are respectively provided with connecting plates 26. The left and right sides of the top of the connecting plate 26 are respectively provided with guide rods 6 along the vertical direction. The movable seat 22 has 4 guide holes (not marked in the figure) arranged in a rectangle. The guide rods 6 pass through the corresponding guide holes and are slidably connected to the guide holes. The tops of the 4 guide rods 6 are fixedly connected to a fixing plate 7.

[0070] Example 7

[0071] like Figure 1 , 2 As shown, the lifting unit includes an electric cylinder 8 located vertically at the center of the top of the movable seat 22. The fixed end of the electric cylinder 8 is fixedly connected to the movable seat 22, and the telescopic end is connected to the center of the bottom of the fixed plate through a pressure sensor (not shown in the figure).

[0072] In this embodiment, when the electric cylinder extends, it can contact the bottom of the fixed plate through the pressure sensor, thereby lifting the fixed plate and driving the box to rise, realizing the adjustment of the height of the rubber wheel. When it reaches a certain level, the rubber wheel can detach from the wear-resistant layer. Before detaching from the wear-resistant layer, the pressure applied to the wear-resistant layer by the rubber wheel is adjusted. When the box enters the horizontal section, the electric cylinder shortens until the pressure sensor detaches from the fixed plate. At this time, the weight of the aircraft simulator can be transferred to the wear-resistant layer through the rubber wheel.

[0073] Example 8

[0074] like Figure 2 , 7 As shown, the movable seat 22 has two sleeves 24 with internal threads arranged side by side along the front-back direction. The first lead screw 19 and the second lead screw 20 are respectively screwed to the corresponding sleeves 24. The sleeves 24 are slidably sleeved with guide sleeves 23. The guide sleeves 23 are fixedly connected to through holes (not shown in the figure) that are preset on the movable seat 22 and pass through the left and right ends of the movable seat.

[0075] The upper and lower ends of the movable seat 22 are respectively provided with electric push rods 25 along the vertical direction. The fixed end of the electric push rod 25 is fixedly connected to the movable seat 22, and the telescopic end extends into the movable seat 22 and is fixedly connected to a positioning rod 31. The positioning rod 32 passes through a pre-set sliding hole (not marked in the figure) on the outer wall of the guide sleeve 23 and is inserted into a positioning hole (not marked in the figure) on the outer wall of the sleeve 24. The locking and unlocking of the sleeve 24 and the guide sleeve 23 are realized by the telescopic movement of the electric push rod 25. The cross-section of the outer wall of the sleeve 24 and the inner hole of the guide sleeve 23 are both rectangular.

[0076] The purpose of this design is to facilitate the mutual positioning of the sliding hole and the positioning hole. After the sleeve is disengaged from the guide sleeve, when re-inserting the sleeve into the guide sleeve, simply straighten the sleeve (i.e., fix it so that it does not rotate with the lead screw), and insert the sleeve into the guide sleeve under the rotation of the first or second lead screw. Then, the electric push rod drives the positioning rod to lock the sleeve and the guide sleeve. In this embodiment, after the guide sleeve and the sleeve are unlocked, the state of an aircraft crash can be simulated.

[0077] Example 9

[0078] Based on the above embodiments, this embodiment discloses that: it also includes a control system, which is electrically connected to a power supply and a pressure sensor, and is configured to control the actions of the servo motor, the electric cylinder, and the electric push rod.

[0079] Example 10

[0080] Based on the above embodiments, this embodiment discloses three ways of using an airport runway panel testing machine, such as... Figure 1-7 As shown, it includes three modes.

[0081] Test Mode 1:

[0082] Add counterweights inside the box, and adjust the height and position of the box by extending and retracting the electric cylinder in conjunction with the rotation of the servo motor (i.e., when the electric cylinder extends, the box can be lifted up by the pressure sensor, and vice versa, the box will be lowered), so that the box is suspended at the starting position of the high end of the inclined section (this can be set as needed); drive the moving seat through the servo motor to move the box to the right.

[0083] Simultaneously, under the control of the control system, the electric cylinder gradually shortens and brings the chamber into the horizontal section. When the rubber wheel contacts the surface of the specimen and the pressure sensor disengages from the fixed plate, the electric cylinder stops moving. Driven by the servo motor, the chamber moves to the right (because the moving seat pushes the guide rod to move the chamber). After a set distance, it stops at the end position, simulating an airplane landing. Then, the electric cylinder extends and lifts the chamber. With the rubber wheel no longer in contact with the surface of the specimen, the servo motor rotates and moves the chamber back to the starting position.

[0084] By repeatedly simulating the process of an aircraft landing until the wear-resistant layer is worn through, the number of simulations is recorded. The wear resistance performance of the wear-resistant layer on the surface of different specimens is evaluated based on the number of simulations. This wear resistance performance represents the effect of simple aircraft landing on the wear resistance performance of the wear-resistant layer.

[0085] Simulation Mode 2:

[0086] The chamber is positioned at the end point, with the rubber wheel in contact with the surface of the specimen. Driven by the servo motor, the chamber gradually moves towards the starting position. During this process, the pressure sensor contacts the fixed plate. Based on the data from the pressure sensor, the control system gradually increases the thrust of the electric cylinder to simulate the process of the rubber wheel reducing pressure on the ground during aircraft takeoff. When the chamber moves to the tilt section, the rubber wheel disengages from the surface of the specimen to simulate aircraft takeoff, until the chamber returns to the starting position.

[0087] Then, while keeping the rubber wheel detached from the specimen surface, the servo motor drives the housing to the end position again. By adjusting the electric cylinder to contract, the pressure sensor data is reduced to zero. At this point, due to the gravity of the aircraft simulator, the rubber wheel contacts the wear-resistant layer, and the aircraft takeoff process is simulated again. This continues until the wear-resistant layer on the specimen surface is worn through. The number of simulations of the aircraft takeoff is recorded as two. The wear resistance performance of the wear-resistant layer on the specimen surface is evaluated based on the number of simulations. This wear resistance performance represents the effect of simple aircraft takeoff on the wear resistance performance of the wear-resistant layer.

[0088] Test Mode 3:

[0089] When the chamber is moved to the starting position, the control system controls the servo motor to move the chamber to the right with a certain acceleration. When the chamber reaches the bottom of the inclined section, the electric push rod retracts, releasing the lock between the sleeve and the guide sleeve. Under the action of inertia, the sleeve and the guide sleeve separate (at this time, due to the limiting of the sliding cooperation between the moving seat and the linear guide rails on both sides, the first lead screw or the second lead screw will not contact the inner wall of the guide sleeve). The chamber moves to the horizontal section, and the rubber wheel impacts the wear-resistant layer on the surface of the specimen.

[0090] During this process, the electric cylinder gradually shortens as in test mode one, ensuring that the rubber wheel contacts the wear-resistant layer and the pressure sensor detaches from the fixed plate when the housing enters the horizontal section. Repeat the above test method until the wear-resistant layer is worn through, record the number of simulations, and evaluate the wear resistance performance of the wear-resistant layer based on the number of simulations. This wear resistance performance represents the impact of the impact on the wear-resistant layer during an aircraft crash in extreme conditions.

[0091] In all the methods described above, the wear-resistant layer is worn through to the point where the mortar layer is worn through and the coarse aggregate is exposed. Of course, if the airport pavement uses other processes to form the wear-resistant layer, the equipment and method of this invention are also applicable.

Claims

1. An airport runway panel testing machine, characterized in that, include: The base has a specimen fixing groove at its upper end; The support frame includes a first support plate and a second support plate disposed at the left and right ends of the upper surface of the base; An aircraft takeoff and landing simulation mechanism is provided between a first support plate and a second support plate; An aircraft simulator is connected to an aircraft take-off and landing simulation mechanism. Rubber wheels are provided at the bottom of the aircraft simulator to contact the surface of the test piece. The test specimen is an airport runway panel test specimen, and the surface of the test specimen is provided with a wear-resistant layer; The aircraft simulation device includes a box for loading counterweights, rubber wheels on the front and rear sides of the bottom of the box, and fixed shafts running through the front and rear walls of the box.

2. The airport runway panel testing machine as described in claim 1, characterized in that the base is a rectangular plate structure, and the specimen fixing groove includes a first fixing block on the left side, a second fixing block on the right side, a third fixing block on the front side, and a fourth fixing block on the rear side. Both the second and third fixing blocks are equipped with through positioning bolts, which are screwed to the second and third fixing blocks respectively. The inner end of the positioning bolt is equipped with a pressure plate for pressing the specimen.

3. The airport runway panel testing machine as described in claim 2, characterized in that, The aircraft takeoff and landing simulation mechanism includes an aircraft takeoff and landing trajectory simulation guide rail, a drive unit for driving the aircraft simulation device to move left and right along the simulation guide rail, and a lifting unit for adjusting the height of the aircraft simulation device vertically.

4. The airport runway panel testing machine as described in claim 3, characterized in that the simulated guide rail includes an integrally formed guide rail body, the left side of the guide rail body is provided with an inclined section and the right side is provided with a horizontal section, the high end of the inclined section is fixedly connected to the first support plate, the low end is connected to one end of the horizontal section, and the other end of the horizontal section is fixedly connected to the second support plate. There are two guide rail bodies, which are symmetrically arranged about the middle face of the first support plate and the second support plate. The connection position between the inclined section and the horizontal section is arc-shaped, and the inclined section and the horizontal section are provided with an integrally connected guide rail groove.

5. The airport runway panel testing machine as described in claim 4, characterized in that guide wheels are installed at the two ends of the fixed shaft, the guide wheels are embedded in the corresponding guide rail grooves and slide in cooperation with the guide rail grooves; A guide groove is provided at the part where the fixed shaft contacts the front and rear walls of the housing. A guide slider is slidably connected in the guide groove along the vertical direction. The fixed shaft passes through the guide slider and is fixedly connected to the guide slider. A damping device is also connected between the fixed shaft and the front or rear wall of the housing. The damping device includes a viscoelastic damper, the fixed end of which is fixedly connected to the outer wall of the box, and the telescopic end is connected to the fixed shaft through a spring.

6. The airport runway panel testing machine as described in claim 5, characterized in that, The drive unit includes two linear guide rails disposed between the front and rear sides of the inner surfaces of the first support plate and the second support plate, and a movable seat is slidably connected between the two linear guide rails. The front and rear ends of the movable seat are slidably connected to the corresponding linear guide rails. A first lead screw and a second lead screw are respectively provided on the front and rear sides of the opposite surfaces of the first support plate and the second support plate. The first lead screw and the second lead screw are arranged in parallel. One end of the first lead screw passes through the outer surface of the second support plate and is fixedly connected to the output shaft of the servo motor preset on the outer surface of the second support plate. The other end of the first lead screw and the same side end of the second lead screw pass through the first support plate and are respectively provided with a driving sprocket and a driven sprocket at the end. The driving sprocket and the driven sprocket are connected by chain drive. The first lead screw and the second lead screw pass through the movable seat and are screwed to the movable seat. Under the drive of the servo motor, the movable seat moves left and right along the linear guide rail. The top of the box is provided with connecting plates on the front and back sides respectively. The top left and right sides of the connecting plates are provided with guide rods along the vertical direction. The movable seat has four guide holes arranged in a rectangle. The guide rods pass through the corresponding guide holes and are slidably connected to the guide holes. The tops of the four guide rods are fixedly connected to a fixing plate.

7. The airport runway panel testing machine as described in claim 6, characterized in that the lifting unit includes an electric cylinder disposed vertically at the center of the top of the movable seat, the fixed end of the electric cylinder being fixedly connected to the movable seat, and the telescopic end being contacted and connected to the center of the bottom end of the fixed plate through a pressure sensor.

8. The airport runway panel testing machine as described in claim 7, characterized in that, The movable seat has two sleeves with internal threads arranged side by side along the front-to-back direction, and the first lead screw and the second lead screw are respectively screwed to the corresponding sleeves. The sleeve is slidably fitted with a guide sleeve, which is fixedly connected to a through hole pre-set on the movable seat and passing through the left and right ends of the movable seat. The upper and lower ends of the movable seat are respectively provided with electric push rods in the vertical direction. The fixed end of the electric push rod is fixedly connected to the movable seat, and the telescopic end extends into the movable seat and is fixedly connected with a positioning rod.

9. An airport runway panel testing machine as described in claim 8, characterized in that the positioning rod passes through a pre-set sliding hole on the outer wall of the guide sleeve and is inserted into the positioning hole on the outer wall of the sleeve, and the sleeve and the guide sleeve are locked and unlocked by the extension and retraction of the electric push rod, and the cross-section of the outer wall of the sleeve and the inner hole of the guide sleeve are both rectangular. The airport runway panel testing equipment also includes a control system, which is electrically connected to a power supply and pressure sensors, and is configured to control the movements of servo motors, electric cylinders, and electric push rods.

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