A torque loading test method suitable for complex switching conditions

Abstract

The present invention discloses a torque loading test method suitable for complex switching working conditions, comprising a main drag motor, a loading motor, a coupling, an external overrunning clutch, a main speed increasing box, a torque meter, a gear box built-in friction clutch, a bevel gear box, a test piece casing, a casing built-in overrunning clutch, a starter end speed increasing box, and a starting motor: the main drag motor is connected to the main speed increasing box through a coupling and an external overrunning clutch, the loading motor is connected to the main speed increasing box through a coupling and a torque meter, the main speed increasing box is connected to the bevel gear box through a coupling and a torque meter, the bevel gear box is connected to the test piece casing through a coupling, the starter input interface of the test piece casing is connected to the starter end speed increasing box through a torque meter and a coupling, and the starter end speed increasing box is connected to the starting motor through a coupling. The present invention has the characteristics of high reliability, real-time adjustment, accurate numerical value, and can be improved and expanded according to experimental requirements.

Description

Technical Field

[0001] The invention relates to a torque loading test device for complex switching working conditions of aerospace equipment. The device is applied to aerospace equipment tests that need to simulate torque and speed switching requirements of real engine tests. Background Art

[0002] Due to certain scientific research requirements, a certain type of aircraft engine accessory casing (hereinafter referred to as the accessory casing) needs to simulate the actual working conditions of the accessory casing when it is running on an aircraft engine. Since the ground start of an aircraft engine requires complex stages such as equipment start-up, ignition, successful ignition, and engine speed increase, the accessory casing will produce different complex working conditions, namely: 1. The accessory casing is dragged and operated from a standstill by its own starting motor, thereby driving all auxiliary equipment on the aircraft and the engine connected to the casing to rotate, serving as the starting power source to wake up the equipment on the aircraft and complete the equipment startup; 2. The starting motor installed on the accessory casing increases the speed, which increases the speed of the aircraft's auxiliary equipment and engine, and the engine starts to rotate. The engine now increases the fuel supply to further burn the fuel in the engine and carry out the ignition process; 3. When the starter motor speed reaches a certain value, the engine speed also reaches the rated index. At this time, the fuel in the engine is fully burned to meet the engine ignition requirements, that is, the ignition is successful, and the starter motor end reaches the specified speed. The starter motor disengages and no longer drives the engine, and the engine can start working; 4. After the ignition is successful, the engine can increase the power and accelerate the operation. The starter motor has automatically disengaged from the casing and exited the entire transmission chain. The engine can directly accelerate. After the engine takes over the entire transmission chain, it can push the aircraft to start ground taxiing and prepare to start and take off, thereby completing the engine wake-up start and the aircraft can be ready to take off. This process involves the switching of different speeds and different powers of various devices on the engine casing, and the real aircraft engine and starter motor and other equipment cannot be used during the test. Therefore, considering factors such as safety and accuracy, it is necessary to invent a simulation method that conforms to the actual situation without using the real aircraft equipment. Summary of the invention

[0003] In order to solve the above problems, the present invention provides a torque loading test device suitable for complex switching conditions, so as to accurately simulate the actual working conditions of the engine casing on the engine and meet the torque and speed parameters measured according to the actual machine.

[0004] The specific scheme of the present invention is:

[0005] A torque loading test method suitable for complex switching working conditions includes a main drag motor, a loading motor, a first coupling, a second coupling, a third coupling, a fourth coupling, a fifth coupling, a sixth coupling, an external overrunning clutch, a main speed increasing box built-in friction clutch, a first torque meter, a second torque meter, a third torque meter, a gearbox, a bevel gearbox, a test piece casing, a casing built-in overrunning clutch, a starter end speed increasing box, and a starting motor. The main drag motor is connected to the main speed increasing box through a sixth coupling and an external overrunning clutch, the loading motor is connected to the main speed increasing box through a fifth coupling and a third torque meter, the main speed increasing box is connected to the bevel gearbox through a fourth coupling and a second torque meter, the bevel gearbox is connected to the test piece casing through a third coupling, the starter input interface of the test piece casing is connected to the starter end speed increasing box through a first torque meter and a second coupling, and the starter end speed increasing box is connected to the starting motor through a first coupling.

[0006] Furthermore, the torque loading test process of complex switching conditions is as follows:

[0007] (i) Before the test begins, the built-in friction clutch of the main speed increaser is engaged, the loading motor is connected to the entire transmission chain, and then the starter motor starts to run, driving the starter-end speed increaser to run, so that the power flow is input into the test piece casing. The built-in overrunning clutch of the casing inside the test piece casing is engaged, and part of the power flow drives the load ends of the engine and accessory casing, and the remaining part is output from the vertical direction to the bevel gearbox, and then converted by the bevel gearbox into horizontal output, and enters the main speed increaser through the fourth coupling and the second torque meter. Because the built-in friction clutch of the main speed increaser has been connected, the main speed increaser can drive the loading motor to rotate. The other output shaft is equipped with an external overrunning clutch, so the main traction motor is not involved in the transmission system for the time being. In this state, the starter motor drives all equipment except the main traction motor, thereby simulating the starting state of the equipment in the engine and accessory casing when the real aircraft is started;

[0008] (ii) After the equipment is started, the starting motor begins to accelerate. Since the speed has not yet reached the critical value, the entire system follows the acceleration. At this time, the torque of the loading motor can be adjusted according to the feedback value of the third torque meter at the loading motor end. Since the loading motor serves as the system load and the starting motor serves as the system starting source, when adjusting the loading motor torque, the torque value fed back by the second torque meter at the output end of the starting speed increaser will also change. According to this principle, the torque on the input side of the casing starting motor can be adjusted to the required parameter value at a specific speed in accordance with the test requirements, thereby simulating the characteristics of torque changing with speed during engine ignition, completing complex working conditions such as constant power or constant torque at different speed stages, and thus completing the simulated ignition process. In this process, since there is an external overrunning clutch on the main traction motor side, the main traction motor will not intervene in the transmission chain, thereby reducing the control difficulty;

[0009] (III) When the speed reaches the critical speed specified in the test, the overrunning clutch built into the casing reaches the specified speed and disengages, the transmission chain where the starter motor and the starter-end speed increaser are located is disengaged from the casing, and exits the main transmission chain. The friction clutch built into the main speed increaser is disengaged under control, and the loading motor is simultaneously disengaged from the main transmission chain where the casing is located. At this time, the main drag motor accelerates, and when the speed is high enough, the external overrunning clutch is engaged, and the main drag motor takes over the entire transmission chain. Simulate the successful ignition condition;

[0010] (IV) As the main traction motor has taken over the entire transmission chain, it can be used as a power source to drive the entire transmission chain to increase speed. At this time, the friction clutch built into the main speed increaser is in a disengaged state, the loading motor has stopped running outside the transmission chain, and the overrunning clutch built into the casing automatically disengages due to exceeding the critical speed. The starter motor and the speed increaser at the starter end are not in the transmission chain and can decelerate on their own. The main traction motor can continue to increase speed and enter normal operating conditions, thereby completing the takeoff preparation conditions.

[0011] Compared with the prior art, the present invention has the following beneficial effects:

[0012] Therefore, the present invention has the characteristics of high reliability, real-time adjustment, accurate numerical value, and can be improved and expanded according to experimental requirements. The simulation method has been successfully applied to various types of aerospace test pieces and obtained the parameters required by the experiment, and completed torque and speed tests of various complex switching conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a principle diagram of a torque loading test method suitable for complex switching conditions. DETAILED DESCRIPTION

[0014] The present invention consists of a main traction motor 1, a loading motor 2, a first coupling 3-1, a second coupling 3-2, a third coupling 3-3, a fourth coupling 3-4, a fifth coupling 3-5, a sixth coupling 3-6, an external overrunning clutch 4, a main speed increasing box 5, a built-in friction clutch 7, a first torque meter 6-1, a second torque meter 6-2, a third torque meter 6-3, a gear box, a bevel gear box 8, a test piece casing 9, a casing built-in overrunning clutch 10, a starter end speed increasing box 11, and a starter motor 12. The connection relationship is: the main traction motor 1 is connected to the main speed increasing box 5 through the sixth coupling 3-6 and the external overrunning clutch 4, the loading motor 2 is connected to the main speed increasing box 5 through the fifth coupling 3-5 and the third torque meter 6-3, the main speed increasing box 5 is connected to the bevel gear box 8 through the fourth coupling 3-4 and the second torque meter 6-2, the bevel gear box 8 is connected to the test piece casing 9 through the third coupling 3-3, the starter input interface of the test piece casing 9 is connected to the starter end speed increasing box 11 through the first torque meter 6-1 and the second coupling 3-2, and the starter end speed increasing box 11 is connected to the starter motor 12 through the first coupling 3-1.

[0015] The high-power main drag motor simulates the aircraft engine after successful ignition, the loading motor simulates the aircraft engine rotor load during the ignition stage, and the starting motor simulates the starting motor attached to the casing as the power source. Since the motor speed is generally low, it is impossible to directly simulate various power sources and loads. Therefore, several speed increasers can be prepared to increase the speed of the motor to simulate the real engine equipment. At the same time, friction clutches and overrunning clutches are set in the system to achieve the effect of simulating connection and disengagement, and torque meters are set at the torque input end of the casing starter, the power input end of the casing and the loading motor end. The status of each component is adjusted through torque loading detection to simulate the load switching condition.

[0016] The layout of the torque loading test plan is as follows: the starter motor 12 is used as a power source to simulate the starter motor mounted on the accessory casing. Since the real starter motor has the characteristics of high speed and large torque, a starter-end speed increaser 11 is set to increase the speed of the starter motor. A first torque meter 6-1 is set at the output end of the starter motor 12. The first torque meter 6-1 can measure the torque input value of the accessory casing. The output end of the starter-end speed increaser 11 is connected to the first coupling 3-1 through the first torque meter 6-1 and directly inputs the original starter motor position of the casing to simulate the torque and speed of the real starter motor. Since the casing needs to simulate the installation form on the aircraft engine, the output end of the test piece casing 9 faces directly upward. Considering the overall layout, a set of high-speed bevel gearboxes 8 needs to be set to convert the vertical power flow into horizontal output. The output power flow enters the main speed increaser 5 through the fourth coupling 3-4, and a second torque meter 6-2 is set at this position to detect the casing output torque and speed. The main speed increasing box 5 has a built-in friction clutch 7, the output shaft of which is installed with the friction clutch 7 is connected to a loading motor 2 through the third torque meter 6-3 and the third coupling 3-5, and the other output shaft of the main speed increasing box 5 is connected to an external overrunning clutch 4, which is connected to the main drag motor 1 through the sixth coupling 3-6. The three motors, two speed increasing boxes, one bevel gear box, six couplings, three torque meters and one overrunning clutch can meet the torque loading requirements of complex switching conditions by arranging the three motors, two speed increasing boxes, one bevel gear box, six couplings, three torque meters and one overrunning clutch in this structure.

[0017] The torque loading test process of complex switching conditions is as follows: (i) Before the test starts, the built-in friction clutch 7 of the main speed increaser is engaged, and the loading motor 2 is connected to the entire transmission chain. Then the starting motor 12 starts to run, driving the starter-end speed increaser 11 to run, so that the power flow is input into the test piece casing 9. The built-in overrunning clutch 10 of the casing inside the test piece casing 9 is engaged. A part of the power flow drives the load ends of the transmission casing, and the remaining part is output from the vertical direction to the bevel gearbox 8, and then converted into horizontal output by the bevel gearbox 8, and enters the main speed increaser through the fourth coupling 3-4 and the second torque meter 6-2. Because the built-in friction clutch 7 of the main speed increaser is already connected, the main speed increaser 5 can drive the loading motor 2 to rotate. The other output shaft is equipped with an external overrunning clutch 4, so the main traction motor 1 is not involved in the transmission system for the time being. In this state, the starting motor 12 drives all equipment except the main traction motor 1, thereby simulating the starting state of the equipment of the transmission casing when the real aircraft starts; (ii) After the equipment is started, the starting motor 12 starts to accelerate. Because the speed has not yet reached the critical value, the entire system follows the acceleration. At this time, the torque of the loading motor 2 can be adjusted according to the feedback value of the third torque meter 6-3 at the loading motor 2 end. Because the loading motor 2 serves as the system load and the starting motor 12 serves as the system starting source, when adjusting the torque of the loading motor 2, the torque value fed back by the second torque meter 6-2 at the output end of the starting speed increaser will also change. According to this principle, the torque on the input side of the casing starting motor can be adjusted to the required parameter value at a specific speed in accordance with the test requirements, thereby simulating the characteristics of the torque changing with the speed during the engine ignition process, completing complex working conditions such as constant power or constant torque at different speed stages, and thus completing the simulated ignition process. In this process, since there is an external overrunning clutch 4 on the side of the main traction motor 1, the main traction motor 1 will not intervene in the transmission chain, thereby reducing the control difficulty; (iii) when the speed reaches the critical speed specified by the test, the casing built-in overrunning clutch 10 reaches the specified speed and disengages, and the transmission chain where the starting motor 12 and the starter end speed increaser 11 are located is disengaged from the casing and exits the main transmission chain. The friction clutch 7 built into the main speed increaser is disengaged under control, and the loading motor 2 is disengaged from the main transmission chain where the casing is located. At this time, the main drag motor 1 accelerates. When the speed is high enough, the external overrunning clutch 4 is connected, and the main drag motor 1 takes over the entire transmission chain. Simulate the successful ignition condition; (iv) Because the main drag motor 1 has taken over the entire transmission chain, the main drag motor 1 can be used as a power source to drive the entire transmission chain to increase speed. At this time, the friction clutch 7 built into the main speed increaser is in a disengaged state, and the loading motor 2 has stopped running outside the transmission chain. The overrunning clutch 9 built into the casing automatically disengages due to exceeding the critical speed. The starter motor 12 and the starter-end speed increaser 11 are not in the transmission chain and can reduce speed by themselves. The main drag motor 1 can continue to increase speed and enter the normal working condition, thereby completing the takeoff preparation condition.

Claims

1. A torque loading test method suitable for complex switching conditions, characterized in that: It includes a main drag motor, a loading motor, a first coupling, a second coupling, a third coupling, a fourth coupling, a fifth coupling, a sixth coupling, an external overrunning clutch, a friction clutch built into a main speed increasing box, a first torque meter, a second torque meter, a third torque meter, a gearbox, a bevel gearbox, a test piece casing, a casing built-in overrunning clutch, a starter end speed increasing box, and a starting motor. The main drag motor is connected to the main speed increasing box through the sixth coupling and the external overrunning clutch, the loading motor is connected to the main speed increasing box through the fifth coupling and the third torque meter, the main speed increasing box is connected to the bevel gearbox through the fourth coupling and the second torque meter, the bevel gearbox is connected to the test piece casing through the third coupling, the starter input interface of the test piece casing is connected to the starter end speed increasing box through the first torque meter and the second coupling, and the starter end speed increasing box is connected to the starting motor through the first coupling; The torque loading test process of complex switching conditions is as follows: (i) Before the test begins, the built-in friction clutch of the main speed increaser is engaged, the loading motor is connected to the entire transmission chain, and then the starter motor starts to run, driving the starter-end speed increaser to run, so that the power flow is input into the test piece casing. The built-in overrunning clutch of the casing inside the test piece casing is engaged, and part of the power flow drives the load ends of the engine and accessory casing, and the remaining part is output from the vertical direction to the bevel gearbox, and then converted by the bevel gearbox into horizontal output, and enters the main speed increaser through the fourth coupling and the second torque meter. Because the built-in friction clutch of the main speed increaser has been connected, the main speed increaser can drive the loading motor to rotate. The other output shaft is equipped with an external overrunning clutch, so the main traction motor is not involved in the transmission system for the time being. In this state, the starter motor drives all equipment except the main traction motor, thereby simulating the starting state of the equipment in the engine and accessory casing when the real aircraft is started; (ii) After the equipment is started, the starting motor begins to accelerate. Since the speed has not reached the critical value, the entire system follows the acceleration. At this time, the torque of the loading motor can be adjusted according to the feedback value of the third torque meter at the loading motor end. Since the loading motor serves as the system load and the starting motor serves as the system starting source, when adjusting the loading motor torque, the torque value fed back by the second torque meter at the output end of the starting speed increaser will also change. According to this principle, the torque on the input side of the casing starting motor can be adjusted to the required parameter value at a specific speed in accordance with the test requirements, thereby simulating the characteristics of torque changing with speed during engine ignition, completing complex working conditions of constant power or constant torque at different speed stages, and thus completing the simulated ignition process. In this process, since there is an external overrunning clutch on the main traction motor side, the main traction motor will not intervene in the transmission chain, thereby reducing the control difficulty; (III) When the speed reaches the critical speed specified in the test, the overrunning clutch built into the casing reaches the specified speed and disengages, the transmission chain where the starter motor and the starter-end speed increaser are located is disengaged from the casing, exiting the main transmission chain, the friction clutch built into the main speed increaser is disengaged under control, and the loading motor is simultaneously disengaged from the main transmission chain where the casing is located, at which point the main drag motor accelerates, and when the speed is high enough, the external overrunning clutch is engaged, and the main drag motor takes over the entire transmission chain, simulating a successful ignition condition; (IV) As the main traction motor has taken over the entire transmission chain, it can be used as a power source to drive the entire transmission chain to increase speed. At this time, the friction clutch built into the main speed increaser is in a disengaged state, the loading motor has stopped running outside the transmission chain, and the overrunning clutch built into the casing automatically disengages due to exceeding the critical speed. The starter motor and the speed increaser at the starter end are not in the transmission chain and can decelerate on their own. The main traction motor can continue to increase speed and enter normal operating conditions, thereby completing the takeoff preparation conditions.

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