A test device for simulating the impact of an aircraft on an airfield pavement

Abstract

The utility model discloses a kind of test devices of simulating airplane impact airport pavement, it is related to sample testing technical field, including test table, drive assembly and impact wheel, the test table is used to fix the sample to be measured;The drive assembly is erected in the top of the test table, the drive assembly has the drive stroke of X direction and Z direction, the X direction is perpendicular with the Z direction, and the Z direction is perpendicular with the mesa of the test table;The impact wheel is transmission connection with the drive assembly, and is driven to move by the drive assembly.The test device of simulating airplane impact airport pavement of the utility model can generate high-speed rolling and test condition of sliding, and the test of sample is more close to real situation.

Description

Technical Field

[0001] This utility model relates to the field of sample testing technology, and in particular to a testing device for simulating an aircraft impacting an airport pavement. Background Technology

[0002] Airport runways need to withstand the enormous dynamic impact loads of aircraft landing, including vertical impact forces, horizontal friction forces, and the coupled effects of impacts from multiple wheel sets. To ensure the long-term durability of the pavement concrete, it is necessary to simulate aircraft impact loads in the laboratory to test concrete samples and evaluate their impact resistance, fatigue resistance, and spalling resistance.

[0003] Currently, the commonly used testing methods are drop hammer impact testing and abrasion testing, which are used to evaluate the performance of concrete pavement. However, the drop hammer test involves using a heavy hammer to freely fall and impact the specimen, recording the curve of the impact force versus time. The drop hammer test has the drawback of extremely short impact time. The impact time of a heavy hammer falling freely is usually on the order of milliseconds, which is even shorter than the impact time of an aircraft, and cannot accurately reflect the mechanical response of the pavement under actual service conditions. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a testing device that simulates an aircraft impacting an airport pavement, capable of generating high-speed rolling and sliding test conditions, making the testing of the sample more closely resemble real-world conditions.

[0005] The test device for simulating aircraft impacting airport pavement according to an embodiment of the present invention includes: a test stand, the test stand being used to fix the sample to be tested; A drive assembly is mounted above the test bench. The drive assembly has a drive stroke in the X direction and the Z direction, the X direction and the Z direction are perpendicular to each other, and the Z direction is perpendicular to the surface of the test bench. An impact wheel is connected to the drive assembly and is driven to move by the drive assembly.

[0006] The test device for simulating aircraft impact on airport pavement according to the present invention has at least the following beneficial effects: the concrete sample to be tested is fixed on the surface of the test platform; the drive component can drive the impact wheel to rotate, simulating the sliding friction generated when the aircraft wheel assembly contacts the pavement; at the same time, the drive component also has drive strokes in the X and Z directions. In the X direction, it simulates the horizontal impact load between the aircraft wheel assembly and the pavement, and in the Z direction, it simulates the vertical impact load between the aircraft wheel assembly and the pavement. By setting the moving speed and action time of the drive component in the X and Z directions, the contact time between the impact wheel and the sample can be controlled, so that the contact time between the impact wheel and the sample is more closely aligned with the contact time between the aircraft wheel assembly and the pavement.

[0007] According to some embodiments of the present invention, the driving assembly includes a first guide member, a first linear drive member, a second guide member, a second linear drive member, and a wheel axle. A set of opposite sides of the test bench are provided with the first guide member. Each first guide member is provided with a first linear drive member, which is movable along the first conductive member. Each first linear drive member is connected to a second guide member, which is perpendicular to the first guide member. Each second guide member is provided with a second linear drive member, which is movable along the second guide member. The wheel axle spans above the test bench and connects two second linear drive members. The impact wheel is disposed on the wheel axle.

[0008] According to some embodiments of the present invention, the wheel axle is provided with a first rotation drive assembly, the first rotation drive assembly includes a stator mechanism and a rotor mechanism, the stator mechanism is fixed to the wheel axle, the rotor mechanism is sleeved on the stator mechanism, the rotor mechanism is capable of rotating around the stator mechanism, and the impact wheel is sleeved and fixed to the rotor mechanism.

[0009] According to some embodiments of the present invention, the second linear drive member is provided with a second rotary drive assembly, the second rotary drive assembly being connected to the wheel axle to drive the wheel axle to rotate, and the impact wheel being fixed to the wheel axle.

[0010] According to some embodiments of the present invention, the first guide member is a wheel groove, the first linear drive member includes a first wheel frame and a plurality of first guide wheels, the plurality of first guide wheels are arranged along the length direction of the wheel groove, the plurality of first guide wheels are connected to the first wheel frame, the plurality of first guide wheels are all placed in the wheel groove, the second guide member is fixedly connected to the first wheel frame, and any one of the first guide wheels is connected to a first drive motor.

[0011] According to some embodiments of the present invention, the second guide member is a guide rod, the second linear drive member includes a second wheel frame and two elastic second guide wheels, the two second guide wheels are disposed opposite to each other on the second wheel frame, and the guide rod passes through the two second guide wheels, the two second guide wheels clamp the guide rod, and any one of the second guide wheels is connected to a second drive motor.

[0012] According to some embodiments of the present invention, an angle adjustment component is also included, which is connected to the test platform in a driving manner, and the angle adjustment component is capable of changing the angle between the test platform surface and the horizontal plane.

[0013] According to some embodiments of the present invention, the angle adjustment assembly includes a lifting mechanism, one end of the test platform is provided with a support, the test platform is hinged to the support, and the other end of the test platform is drivenly connected to the lifting mechanism.

[0014] According to some embodiments of the present invention, the lifting mechanism includes a linear hydraulic cylinder, which is vertically arranged, and the movable end of the linear hydraulic cylinder is connected to the movable end of the test platform to drive the test platform to rotate around the hinge point.

[0015] According to some embodiments of the present invention, the lifting mechanism includes an arc-shaped lifting wheel, which is hinged to the bottom of the test platform. The rotation axis of the lifting wheel is parallel to the rotation axis of the test platform. The movable part of the lifting wheel slides in contact with the bottom of the test platform. The lifting wheel is connected to a third drive motor.

[0016] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments, wherein: Figure 1 This is a schematic diagram of the structure of a test device for simulating an aircraft impacting an airport pavement, according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the structure of the driving component in an embodiment of the present invention; Figure 3 This is a partially enlarged cross-sectional view of the stator mechanism and rotor mechanism according to an embodiment of the present utility model; Figure 4 This is a schematic diagram of the structure of the test platform and the lifting wheel in an embodiment of this utility model.

[0018] Icon labels: Test bench 100, drive assembly 200, first guide component 210, first linear drive component 220, first wheel frame 221, first guide wheel 222, second guide component 230, second linear drive component 240, second wheel frame 241, second guide wheel 242, wheel axle 250, impact wheel 300, stator mechanism 410, rotor mechanism 420, angle adjustment assembly 500, lifting mechanism 510, linear hydraulic cylinder 511, lifting wheel 512. Detailed Implementation

[0019] The embodiments of this utility model are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0020] In the description of this utility model, it should be understood that the orientation descriptions, such as up, down, etc., are based on the orientation or positional relationship shown in the drawings. They are only for the convenience of 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 be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0021] In the description of this utility model, "multiple" refers to two or more. The use of "first" and "second" is for distinguishing technical features only and should not be construed as indicating or implying relative importance, or implicitly indicating the number of technical features or their sequential relationship.

[0022] In the description of this utility model, unless otherwise explicitly defined, terms such as "setting," "installation," and "connection" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in conjunction with the specific content of the technical solution.

[0023] As described in the background section, in drop hammer impact tests, the impact time of the drop hammer mechanism on the specimen is extremely short, typically on the order of milliseconds, while the actual impact time between an aircraft wheel assembly and the pavement lasts approximately 0.1 to 0.5 seconds. Furthermore, drop hammer impact tests can only simulate single-point impacts and cannot reflect the cumulative effect of slip friction between the aircraft wheel assembly and the pavement, thus underestimating the risk of shear failure of the pavement. In the patent document with publication number CN113310834B, a combination of counterweight and tires is used to freely drop an object onto the specimen. Although this is a two-factor coupled evaluation, the impact time of this scheme is too short, differing significantly from the impact duration between the aircraft wheel assembly and the pavement, resulting in a significant difference in dynamic response.

[0024] Reference Figure 1As shown, an embodiment of the present invention provides a test device for simulating an aircraft impacting an airport pavement, comprising a test bench 100, a drive assembly 200, and an impact wheel 300.

[0025] The test stand 100 is used to fix the sample to be tested; the drive assembly 200 is mounted above the test stand 100, and the drive assembly 200 has a drive stroke in the X direction and the Z direction, the X direction and the Z direction are perpendicular to each other, and the Z direction is perpendicular to the table surface of the test stand 100; the impact wheel 300 is connected to the drive assembly 200 and is driven to move by the drive assembly 200.

[0026] The concrete sample to be tested is fixed on the surface of the test bench 100. The fixing method includes, but is not limited to, clamping the concrete sample. It should be understood that setting up a fixing structure to fix the concrete sample is a common technique used by those skilled in the art, and will not be elaborated here.

[0027] The drive assembly 200 drives the impact wheel 300 to rotate, simulating the sliding friction generated when an aircraft wheel assembly contacts the pavement. The drive assembly 200 also has drive strokes in the X and Z directions. In the X direction, it simulates the horizontal impact load between the aircraft wheel assembly and the pavement, and in the Z direction, it simulates the vertical impact load. By setting the movement speed and contact time of the drive assembly 200 in the X and Z directions, the contact time between the impact wheel 300 and the sample can be controlled, making the contact time between the impact wheel 300 and the sample more closely match the contact time between the aircraft wheel assembly and the pavement. For example, it can simulate the descent speed and horizontal ground speed of an aircraft during landing.

[0028] Furthermore, some specific embodiments of the driving component 200 are provided.

[0029] Reference Figure 2 As shown, it can be understood that the drive assembly 200 includes a first guide 210, a first linear drive 220, a second guide 230, a second linear drive 240, and an axle 250. A set of opposite sides of the test bench 100 are provided with a first guide 210. Each first guide 210 is provided with a first linear drive 220, which can move along the first guide 210. Each first linear drive 220 is connected to a second guide 230, which is perpendicular to the first guide 210. Each second guide 230 is provided with a second linear drive 240, which can move along the second guide 230. The axle 250 spans across the test bench 100 and is connected between two second linear drives 240. The impact wheel 300 is disposed on the axle 250.

[0030] In the above structure, the first guide member 210 guides in the X direction, and the second guide member 230 guides in the Z direction. When the first linear drive member 220 moves along the first guide member 210, it can drive the impact wheel 300 to move in the X direction; when the second linear drive member 240 moves along the second guide member 230, it can drive the impact wheel 300 to move in the Z direction. It should be understood that, after being familiar with the structure of the embodiments of this application, those skilled in the art can use the corresponding control hardware and software to drive and control the first linear drive member 220 and the second linear drive member 240, which is a common technical means. Therefore, the control method will not be described in detail here.

[0031] The impact wheel 300 is mounted on the axle 250. In order to achieve the rotation of the impact wheel 300, in the first method, the impact wheel 300 can be directly driven to rotate. In the second method, the axle 250 can be driven to rotate. The impact wheel 300 is fixed to the axle 250, and the axle 250 drives the impact wheel 300 to rotate.

[0032] Reference Figure 3 As shown, it can be understood that the wheel axle 250 is provided with a first rotary drive assembly, which includes a stator mechanism 410 and a rotor mechanism 420. The stator mechanism 410 is fixed to the wheel axle 250, and the rotor mechanism 420 is mounted on the stator mechanism 410. The rotor mechanism 420 can rotate around the stator mechanism 410. The impact wheel 300 is mounted on and fixed to the rotor mechanism 420.

[0033] It should be understood that the stator mechanism 410 and rotor mechanism 420 have the same or similar structure as the stator and rotor of the motor, and the implementation principle is also the same. In some embodiments, the stator mechanism 410 is provided with multiple coils, and the rotor mechanism 420 is provided with multiple permanent magnets. After the stator mechanism 410 is connected to the drive circuit, it can generate a rotating magnetic field to drive the rotor mechanism 420 to rotate, thereby realizing the rotation of the impact wheel 300.

[0034] It is understood that the second linear drive member 240 is provided with a second rotary drive assembly, which is connected to the wheel axle 250 to drive the wheel axle 250 to rotate, and the impact wheel 300 is fixed to the wheel axle 250. It should be understood that the second rotary drive assembly is not shown.

[0035] The second rotary drive assembly can be a combination of a motor and a transmission structure. The motor drives the axle 250 to rotate, which in turn drives the impact wheel 300 to rotate. The motor can be fixed to the second linear drive component 240. The impact wheel 300 and the axle 250 are usually fixed by a key and keyway fit.

[0036] It is understood that the first guide member 210 is a wheel groove, the first linear drive member 220 includes a first wheel frame 221 and a plurality of first guide wheels 222, the plurality of first guide wheels 222 are arranged along the length direction of the wheel groove, the plurality of first guide wheels 222 are connected to the first wheel frame 221, the plurality of first guide wheels 222 are all placed in the wheel groove, the second guide member 230 is fixedly connected to the first wheel frame 221, and any one of the first guide wheels 222 is connected to a first drive motor.

[0037] The first drive motor can drive the first guide wheel 222 to rotate by connecting it to any one of the first guide wheels 222. This first guide wheel 222 acts as the driving wheel, and the remaining first guide wheels 222 act as driven wheels. All the first guide wheels 222 are set in wheel grooves and are constrained by the wheel grooves, moving along the length of the wheel grooves, i.e., along the X direction. It should be understood that the transmission mechanism between the first drive motor and the first guide wheel 222 can be a chain drive or a toothed belt drive. The first wheel frame 221 can serve as both the mounting base for the multiple first guide wheels 222 and the mounting base for the second guide member 230.

[0038] It is understood that the second guide member 230 is a guide rod, and the second linear drive member 240 includes a second wheel frame 241 and two elastic second guide wheels 242. The two second guide wheels 242 are disposed opposite to each other on the second wheel frame 241, and the guide rod passes through the two second guide wheels 242. The two second guide wheels 242 clamp the guide rod, and each second guide wheel 242 is connected to a second drive motor.

[0039] The second guide wheel 242 is elastic. By adjusting the interval between the two second guide wheels 242 to be slightly smaller than the diameter of the guide rod through the second wheel frame 241, the two second guide wheels 242 can clamp the guide rod, meaning that when the second drive motor is not driving the second guide wheel 242 to rotate, the second guide wheel 242 can remain stationary on the guide rod. When the second drive motor drives either second guide wheel 242 to rotate, the second wheel frame 241 can move along the guide rod, i.e., move in the Z direction. It should be understood that the second guide wheel 242 connected to the second drive motor is the driving wheel, and the other second guide wheel 242 is the driven wheel. With this structural design, when the impact wheel 300 contacts the sample, the second guide wheel 242 can slip on the guide rod, avoiding a hard connection and reducing the risk of damage to the second linear drive component 240.

[0040] Understandably, it also includes an angle adjustment component 500, which is connected to the test platform 100 via a transmission mechanism. The angle adjustment component 500 can change the angle between the test platform 100 and the horizontal plane.

[0041] When an aircraft lands, there is an angle between the frictional contact direction between the aircraft and the runway surface. Although the angle between the impact direction and the sample surface can be controlled by adjusting the speed ratio of the drive assembly 200 in the X and Z directions, a further method is provided to actively change the angle between the test platform 100 and the horizontal plane to control the angle between the impact direction of the impact wheel 300 and the sample surface, so as to closely match the stress conditions of the runway surface during aircraft landing.

[0042] It is understood that the angle adjustment assembly 500 includes a lifting mechanism 510, one end of the test table 100 is provided with a support, the test table 100 is hinged to the support, and the other end of the test table 100 is connected to the lifting mechanism 510 via a transmission.

[0043] One end of the test platform 100 is hinged to the support. When the height of the other end of the test platform 100 changes, the entire test platform 100 can rotate around the hinge point to change the angle between the surface of the sample on the test platform 100 and the horizontal plane.

[0044] Reference Figure 2 As shown, it can be understood that the lifting mechanism 510 includes a linear hydraulic cylinder 511, which is vertically arranged. The movable end of the linear hydraulic cylinder 511 is connected to the movable end of the test bench 100 to drive the test bench 100 to rotate around the hinge point.

[0045] Furthermore, since the moving path of the movable end of the test bench 100 is arc-shaped, while the moving path of the movable end of the linear hydraulic cylinder 511 is straight, a strip groove should be provided at the movable end of the test bench 100, and a transmission pin should be provided at the movable end of the linear hydraulic cylinder 511, with the transmission pin inserted into the strip groove.

[0046] Reference Figure 4 As shown, it can be understood that the lifting mechanism 510 includes an arc-shaped lifting wheel 512, which is hinged to the bottom of the test platform 100. The rotation axis of the lifting wheel 512 is parallel to the rotation axis of the test platform 100. The movable part of the lifting wheel 512 slides in contact with the bottom of the test platform 100. The lifting wheel 512 is connected to a third drive motor.

[0047] The third drive motor is used to drive the lifting wheel 512 to rotate. The arc-shaped lifting wheel 512 means that the lifting wheel 512 is part of a circle; preferably, the central angle of the lifting wheel 512 is ≤90°. The third drive motor and the lifting wheel 512 can be driven by gear meshing. Furthermore, one side of the lifting wheel 512 can be provided with multiple transmission teeth, which are distributed along an arc, and the center of the arrangement path of the multiple transmission teeth coincides with the rotation center of the lifting wheel 512. The third drive motor is connected to a gear, and the gear meshes with the transmission teeth for transmission.

[0048] The embodiments of the present utility model have been described in detail above with reference to the accompanying drawings. However, the present utility model is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present utility model.

Claims

1. A testing device for simulating aircraft impacting airport pavement, characterized in that, include: A test stand, used to fix the sample to be tested; A drive assembly is mounted above the test bench. The drive assembly has a drive stroke in the X direction and the Z direction, the X direction and the Z direction are perpendicular to each other, and the Z direction is perpendicular to the surface of the test bench. An impact wheel is connected to the drive assembly and is driven to move by the drive assembly.

2. The testing device for simulating aircraft impacting airport pavement according to claim 1, characterized in that, The drive assembly includes a first guide, a first linear drive, a second guide, a second linear drive, and an axle. The first guide is provided on a set of opposing sides of the test bench. Each first guide is equipped with a first linear drive, which is movable along the first guide. Each first linear drive is connected to a second guide, which is perpendicular to the first guide. Each second guide is equipped with a second linear drive, which is movable along the second guide. The axle spans across the top of the test bench and connects two second linear drives. The impact wheel is disposed on the axle.

3. The testing device for simulating aircraft impacting airport pavement according to claim 2, characterized in that, The wheel axle is provided with a first rotary drive assembly, which includes a stator mechanism and a rotor mechanism. The stator mechanism is fixed to the wheel axle, and the rotor mechanism is mounted on the stator mechanism and can rotate around the stator mechanism. The impact wheel is mounted on and fixed to the rotor mechanism.

4. The testing device for simulating aircraft impacting airport pavement according to claim 2, characterized in that, The second linear drive member is provided with a second rotary drive assembly, which is connected to the wheel axle to drive the wheel axle to rotate, and the impact wheel is fixed to the wheel axle.

5. The testing device for simulating aircraft impacting airport pavement according to claim 2, characterized in that, The first guide member is a wheel groove, the first linear drive member includes a first wheel frame and a plurality of first guide wheels, the plurality of first guide wheels are arranged along the length direction of the wheel groove, the plurality of first guide wheels are connected to the first wheel frame, the plurality of first guide wheels are all placed in the wheel groove, the second guide member is fixedly connected to the first wheel frame, and any one of the first guide wheels is connected to a first drive motor.

6. The testing device for simulating aircraft impacting airport pavement according to claim 2, characterized in that, The second guide member is a guide rod, and the second linear drive member includes a second wheel frame and two elastic second guide wheels. The two second guide wheels are disposed opposite to each other on the second wheel frame, and the guide rod passes through the two second guide wheels. The two second guide wheels clamp the guide rod, and each of the second guide wheels is connected to a second drive motor.

7. The testing device for simulating aircraft impacting airport pavement according to claim 1, characterized in that, It also includes an angle adjustment component, which is connected to the test platform and is capable of changing the angle between the test platform surface and the horizontal plane.

8. The testing apparatus for simulating aircraft impacting airport pavement according to claim 7, characterized in that, The angle adjustment assembly includes a lifting mechanism. One end of the test platform is provided with a support, the test platform is hinged to the support, and the other end of the test platform is drivenly connected to the lifting mechanism.

9. The testing apparatus for simulating aircraft impacting airport pavement according to claim 8, characterized in that, The lifting mechanism includes a linear hydraulic cylinder, which is vertically arranged. The movable end of the linear hydraulic cylinder is connected to the movable end of the test platform to drive the test platform to rotate around the hinge point.

10. The testing apparatus for simulating aircraft impacting airport pavement according to claim 8, characterized in that, The lifting mechanism includes an arc-shaped lifting wheel, which is hinged to the bottom of the test platform. The rotation axis of the lifting wheel is parallel to the rotation axis of the test platform. The movable part of the lifting wheel slides in contact with the bottom of the test platform. The lifting wheel is connected to a third drive motor.

Images