Airtightness detection device for aircraft engine casing

Abstract

The present invention discloses an air tightness detection device for an aircraft engine casing, which specifically relates to the field of air tightness detection technology, including a detection liquid pool, a support block, a positioning ring, and a displacement multi-directional detection mechanism; wherein the displacement multi-directional detection mechanism includes a plurality of spacer blocks, a sealing chassis, a rotating disk, a rotating shaft, a sleeve shaft plate, a concave sleeve plate, an electric cylinder, a push rod, and a drive switching detection mechanism. The present invention has the function of performing air tightness detection on the outer wall and the top edge position and the bottom edge position of the aircraft engine casing through the displacement multi-directional detection mechanism, and can perform air tightness detection on different contact positions by rotating the aircraft engine casing, so that the detection area is wider and the advantage of full detection is achieved, thereby solving the problem that it is difficult to perform air tightness detection on different contact positions by rotating the aircraft engine casing, resulting in poor detection effect and difficulty in full detection.

Description

Technical Field

[0001] The present invention relates to the technical field of air tightness detection, and more specifically, to an air tightness detection device for an aircraft engine casing. Background Art

[0002] The main purpose of the aircraft engine casing air tightness test device is to ensure that the air tightness of the aircraft engine casing meets the design and safety requirements. As an important part of the engine, the air tightness of the aircraft engine casing is directly related to the stability and reliability of the engine. This requires strict testing of the casing through the air tightness test device.

[0003] In the existing public documents, the patent with patent announcement number CN115508013A discloses an air tightness detection device for the casing of an aircraft engine. The technology is arranged on the T-frame of the first bracket through a rotating mechanism, and the arc frame is slidably installed at the end of the T-frame. The arc frame is provided with an arc column, and multiple sets of leveling components are longitudinally slidably installed on the arc column. The beneficial effects of the invention are as follows: the flip mechanism facilitates the leveling component to perform flatness detection on the two end faces of the casing; the two sets of closing components assist in cooperation, so that the detection component can perform sealing detection on the flange connection of the casing.

[0004] However, this technology still has the following problems. When testing the air tightness of an aircraft engine casing, it is necessary to supply pressure to cause bubbles to be generated in the water body so as to detect an air tightness leakage problem. However, during use, only the flange connection of the casing can be tested for sealing. It is difficult to synchronously test the outer wall and the top and bottom edges of the casing according to actual use needs. It is also difficult to perform air tightness tests at different contact positions by rotating the aircraft engine casing, resulting in poor detection results and difficulty in sufficient detection. Therefore, an aircraft engine casing air tightness detection device is needed. Summary of the invention

[0005] In order to overcome the above-mentioned defects of the prior art, the present invention provides the following technical solutions: an air tightness detection device for an aircraft engine casing, comprising a detection liquid pool, a support block and a positioning ring, wherein the support block is fixed at the bottom end of the inner wall of the detection liquid pool, the positioning ring is fixedly connected to the top end of the support block, and the inner wall of the positioning ring is provided with a displacement multi-directional detection mechanism; the displacement multi-directional detection mechanism comprises a plurality of spacer blocks fixedly arranged on the inner wall of the positioning ring, a sealing chassis is provided in the gap surrounded by the plurality of spacer blocks, the plurality of spacer blocks are plugged with the aircraft engine casing, a rotating disk is bonded to the bottom end of the sealing chassis, and a rotating shaft is fixedly connected to the bottom end of the rotating disk; the rotating shaft is rotatably connected to the inside of the middle part of the sleeve shaft plate, and the sleeve shaft plate is fixedly connected to the detection liquid pool, and the plurality of spacer blocks are fixedly connected to the sleeve shaft plate, a concave sleeve plate is fixedly installed above the outer wall of the detection liquid pool, and an electric cylinder is fixedly installed in the middle part of the top end of the concave sleeve plate, and a push rod is fixedly connected to the output end of the electric cylinder; a drive switching detection mechanism is installed at the bottom end of the push rod.

[0006] Preferably, the support block is used to support the positioning ring, and the vertical cross-section of the support block is L-shaped, and a gap is provided between the positioning ring and the sleeve shaft plate. A plurality of the spacer blocks are arranged in an equidistant circular ring, and the outer walls of the plurality of spacer blocks are smooth surfaces. The sealing chassis is made of rubber material, and the cross-sectional shape of the sealing chassis and the rotating disk is circular. A connected drainage pipe is inserted into one side of the inner wall of the detection liquid pool, and a first valve is fixedly connected to one end of the drainage pipe. The bottom end of the detection liquid pool is fixedly connected to a box body, and a controller is fixedly installed on one side of the box body. The controller is electrically connected to the electric cylinder, the first valve, the displacement motor, the main pressure sensor, the auxiliary pressure sensor, and the negative pressure air pump; a plurality of moving wheels are fixedly installed at the bottom end of the box body, and a reinforcement block is embedded in the outer wall of the box body.

[0007] When the present technology is in use, the aircraft engine casing is placed in a plurality of spacer blocks, and the bottom end of the aircraft engine casing is squeezed against the upper surface of the sealing chassis for sealing operation, while the outer wall of the aircraft engine casing is positioned on one side of the plurality of spacer blocks, the sleeve shaft plate provides limited support for the rotating shaft, the electric cylinder pushes the push rod downward, the position changing motor drives the rotating shaft downward, the sleeve disc drives the sealing sleeve gasket downward, and the sealing sleeve gasket is squeezed against the top end surface of the aircraft engine casing.

[0008] Preferably, the drive switching detection mechanism includes a position changing motor fixedly arranged at the bottom end of the push rod; a gap is provided between the position changing motor and the top end of the inner wall of the concave sleeve plate, the bottom end of the position changing motor is fixedly connected with a rotating shaft, a sleeve disc is fixedly installed at the bottom end of the rotating shaft, a sealing sleeve gasket is bonded to the lower surface of the sleeve disc, and a transmission gear is fixedly installed on the outer wall of the rotating shaft, a driven gear is meshingly connected to the outer wall of the transmission gear, and a driven shaft is fixedly installed on the inner wall of the driven gear; an angle sensor is fixedly installed on the top end of the driven shaft, a support block is installed on one side of the angle sensor, and the position changing motor and the angle sensor are both connected to the support block The transmission gear is fixedly connected to the shaft; two limit rings are arranged below the transmission gear, and the two limit rings are fixedly connected to the shaft, and a linkage gear is rotatably connected between the two limit rings, and a linkage sleeve block is fixedly installed at the bottom end of the linkage gear, and a vibration sensor is fixedly connected to the inner wall of the linkage sleeve block, and a displacement gear is meshingly connected to the outer wall of the linkage gear; a displacement shaft is fixedly installed on the inner wall of the displacement gear, and a rotating motor is fixedly installed on the top of the displacement shaft, and a connecting block is arranged on the upper surface of the rotating motor, and the displacement motor and the rotating motor are fixedly connected to the connecting block; a double proofreading detection component is arranged on one side of the rotating shaft. The upper surface of the transmission gear and the upper surface of the driven gear are in the same horizontal plane, and the two limit rings are symmetrically arranged about the linkage gear.

[0009] When this technology is in use, the displacement motor drives the rotating shaft to rotate, the sleeve disk drives the sealing sleeve to rotate, the aircraft engine casing drives the sealing chassis to rotate, and the rotating disk drives the rotating shaft to rotate. The contact part between the aircraft engine casing and the spacer block is rotated and replaced, and the driven gear is driven to rotate through the transmission gear. The driven shaft rotates on the sensing end of the angle sensor. When the angle value sensed by the angle sensor is the same as the angle value set by the controller, the displacement motor is turned off by the controller. The rotating motor drives the displacement shaft to rotate, the displacement shaft drives the displacement gear to rotate, and the linkage gear rotates inside the two limit rings. At the same time, the linkage gear drives the linkage sleeve block to rotate forward 350 degrees, and then rotates reversely 350 degrees, so that the vibration sensor can move in the water. When the vibration sensor senses vibration, or the main pressure sensor and the auxiliary pressure sensor produce pressure changes, the sealing of the aircraft engine casing is damaged.

[0010] Preferably, the dual-calibration detection assembly includes a main pressure sensor arranged on one side of the rotating shaft; a secondary pressure sensor is arranged on the other side of the rotating shaft, the secondary pressure sensor and the main pressure sensor are both fixedly connected to the sleeve disc, a hose is arranged on one side of the secondary pressure sensor, and the sealing sleeve gasket and the sleeve disc are both fixedly connected to the hose, and the hose and the sealing sleeve gasket are connected; a negative pressure air pump is fixedly installed at one end of the hose, the negative pressure air pump is fixedly connected to the concave sleeve plate, and a second valve is threadedly connected at the input end of the negative pressure air pump. The main pressure sensor and the secondary pressure sensor are symmetrically arranged about the rotating shaft, and the bottom ends of the main pressure sensor and the secondary pressure sensor are both in the same horizontal plane.

[0011] When the technology is in use, the negative pressure air pump is supported by the concave sleeve plate, so that after the second valve is opened, the negative pressure air pump enters the hose, and is poured into the sealing sleeve gasket through the hose. The pressure sensing is realized by the main pressure sensor, and another auxiliary pressure sensor can also perform pressure calibration.

[0012] Technical effects and advantages of the present invention:

[0013] 1. The present invention places an aircraft engine casing in a plurality of spacer blocks through a displacement multi-directional detection mechanism, and the bottom end of the aircraft engine casing is pressed against the upper surface of a sealing chassis for sealing operation, a positioning ring supports a plurality of spacer blocks, an electric cylinder pushes a push rod to move downward, the push rod drives a displacement motor to move downward, a rotating shaft drives a sleeve to move downward, and a sealing sleeve is pressed against the top surface of the aircraft engine casing to achieve a sealing operation on the top surface of the aircraft engine casing, so that the interior of the aircraft engine casing can be inflated, thereby performing air tightness detection on the outer wall and top edge position, as well as the bottom edge position of the aircraft engine casing, and air tightness detection can be performed at different contact positions by rotating the aircraft engine casing, so that the detection area is wider and sufficient detection is achieved.

[0014] 2. The present invention adopts a driving switching detection mechanism, in which a displacement motor drives a rotating shaft to rotate, a rotating shaft causes a sleeve to rotate, a sealing sleeve drives an aircraft engine casing to rotate, and an aircraft engine casing drives a sealing chassis to rotate. The aircraft engine casing rotates and displaces along an outer wall of a spacer block, so that a contact portion between the aircraft engine casing and the spacer block is rotated and replaced, and a driven gear causes a driven shaft to rotate, and the driven shaft rotates on a sensing end of an angle sensor. When the angle value sensed by the angle sensor is the same as the angle value set by a controller, the displacement motor is turned off by the controller, and a rotating motor drives a displacement shaft to rotate, and the displacement shaft drives a displacement gear to rotate. The linkage gear rotates inside two limit rings, so that the vibration sensor can be moved and detected in the water body, so that bubbles are generated, causing a large vibration in the water body, and the orientation can be switched quickly to continue air tightness detection, thereby achieving full detection.

[0015] 3. The present invention supports the negative pressure air pump through a double proofreading detection component through a concave sleeve plate, so that after the second valve is opened, the external air negative pressure is sucked into the negative pressure air pump, enters into the hose through the negative pressure air pump, and is poured into the interior of the aircraft engine casing through the sealing sleeve. The pressure sensing is realized by the main pressure sensor, and another auxiliary pressure sensor can also perform pressure proofreading. Pressure changes will be generated by the main pressure sensor and the auxiliary pressure sensor. In this way, double proofreading and bubble proofreading can accurately know the air tightness status of the aircraft engine casing, and realize large-area double proofreading detection.

[0016] The mutual influence of the above-mentioned multiple effects first enables the air tightness detection of the outer wall, top edge position, and bottom edge position of the aircraft engine casing, and then enables the linkage gear to rotate inside the two limit rings, so that the vibration sensor can be moved in the water for detection, and the bubbles generated will cause the water to vibrate greatly, and the position can be switched quickly, and finally the pressure changes will be generated through the main pressure sensor and the auxiliary pressure sensor, so as to achieve double calibration and bubble calibration. In summary, the air tightness detection of the outer wall, top edge position, and bottom edge position of the aircraft engine casing is performed, and the aircraft engine casing can also be changed at the same time to change its position, and the sealing detection of the contact parts is continued, so that the detection area is wider and full detection is achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 The figure is a schematic diagram of the overall structure of the aircraft engine casing air tightness detection device of the present invention.

[0018] Figure 2 The figure is a schematic diagram of the top view of the structure of the aircraft engine casing air tightness detection device of the present invention.

[0019] Figure 3 It is a schematic diagram of the vertical cross-section structure of the aircraft engine casing air tightness detection device of the present invention.

[0020] Figure 4 It is a schematic diagram of the local structure of the vertical section of the connection between the support block and the positioning ring of the present invention.

[0021] Figure 5 It is a schematic diagram of the partial structure of the connection between the electric cylinder and the concave sleeve plate of the present invention.

[0022] Figure 6 It is a schematic diagram of the partial structure of the connection between the position-changing motor and the connection block of the present invention.

[0023] Figure 7 For the present invention Figure 3 Enlarged structural diagram at A in the middle.

[0024] Figure 8It is a schematic diagram of the partial structure of the connection between the negative pressure air pump and the second valve of the present invention from a front view.

[0025] The accompanying drawings are marked as follows: 1. detection liquid pool; 2. support block; 3. positioning ring; 4. spacer block; 5. sealing chassis; 6. rotating disk; 7. rotating shaft; 8. sleeve shaft plate; 9. discharge pipe; 10. first valve; 11. box body; 12. controller; 13. moving wheel; 14. reinforcement block; 15. concave sleeve plate; 16. electric cylinder; 17. push rod; 18. position motor; 19. rotating shaft; 20. sleeve plate; 21. sealing sleeve gasket ; 22. Transmission gear; 23. Driven gear; 24. Driven shaft; 25. Angle sensor; 26. Support block; 27. Limit ring; 28. Linkage gear; 29. ​​Linkage sleeve; 30. Vibration sensor; 31. Displacement gear; 32. Displacement shaft; 33. Rotating motor; 34. Connecting block; 35. Main pressure sensor; 36. Auxiliary pressure sensor; 37. Hose; 38. Negative pressure air pump; 39. Second valve. DETAILED DESCRIPTION

[0026] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0027] As attached Figure 1-8 An aircraft engine casing air tightness detection device is shown, and the aircraft engine casing air tightness detection device is provided with a displacement multi-directional detection mechanism, a drive switching detection mechanism, and a double proofreading detection component. The settings of each mechanism and component can perform air tightness detection on the outer wall and top edge position, as well as the bottom edge position of the aircraft engine casing. At the same time, it can also change the orientation so that the aircraft engine casing changes its orientation and continue to perform sealing detection on the contact part, so that the detection area is wider and sufficient detection is achieved. The specific structural settings of each mechanism and component are as follows.

[0028] In this technical solution, as shown in the attached Figure 1-4As shown, the support block 2 is fixed at the bottom end of the inner wall of the detection liquid pool 1, the positioning ring 3 is fixedly connected to the top of the support block 2, and the inner wall of the positioning ring 3 is provided with a displacement multi-directional detection mechanism; the displacement multi-directional detection mechanism includes a plurality of spacer blocks 4 fixedly arranged on the inner wall of the positioning ring 3, a sealing chassis 5 is provided in the gap surrounded by the plurality of spacer blocks 4, the plurality of spacer blocks 4 are plugged with the aircraft engine casing, a rotating disk 6 is bonded to the bottom end of the sealing chassis 5, and a rotating shaft 7 is fixedly connected to the bottom end of the rotating disk 6; the rotating shaft 7 is rotatably connected to the middle part of the sleeve shaft plate 8, and the sleeve shaft plate 8 is fixedly connected to the detection liquid pool 1, and the plurality of spacer blocks 4 are all fixedly connected to the sleeve shaft plate 8, a concave sleeve plate 15 is fixedly installed on the upper part of the outer wall of the detection liquid pool 1, and an electric cylinder 16 is fixedly installed in the middle part of the top end of the concave sleeve plate 15, and a push rod 17 is fixedly connected to the output end of the electric cylinder 16; a drive switching detection mechanism is installed at the bottom end of the push rod 17. The sealing bottom plate 5 is made of rubber material, and the cross-section of the sealing bottom plate 5 and the rotating plate 6 is circular, the support block 2 is used to support the positioning ring 3, the vertical cross-section of the support block 2 is L-shaped, and a gap is provided between the positioning ring 3 and the sleeve shaft plate 8. A plurality of spacer blocks 4 are arranged in a circular ring with equal spacing, and the outer walls of the plurality of spacer blocks 4 are all smooth surfaces.

[0029] In this technical solution, as shown in the attached Figure 1-4 As shown, a connected drainage pipe 9 is inserted into one side of the inner wall of the detection liquid pool 1, and a first valve 10 is fixedly connected to one end of the drainage pipe 9, so that the first valve 10 can be closed to fill the detection liquid pool 1 with water, and the first valve 10 can be opened later to allow the drainage pipe 9 to discharge water. The bottom end of the detection liquid pool 1 is fixedly connected to a box 11, and a controller 12 is fixedly installed on one side of the box 11; a plurality of moving wheels 13 are fixedly installed at the bottom end of the box 11, and a reinforcement block 14 is embedded in the outer wall of the box 11, so that the box 11 can drive the plurality of moving wheels 13 to move, and the reinforcement block 14 provides support for the box 11.

[0030] In this technical solution, as shown in the attached Figure 5-6 As shown, the drive switching detection mechanism includes a position changing motor 18 fixedly arranged at the bottom end of the push rod 17; a gap is provided between the position changing motor 18 and the top end of the inner wall of the concave sleeve plate 15, and a rotating shaft 19 is fixedly connected to the bottom end of the rotating shaft 19, and a sleeve disc 20 is fixedly installed at the bottom end of the rotating shaft 19, and a sealing sleeve gasket 21 is bonded to the lower surface of the sleeve disc 20, and a transmission gear 22 is fixedly installed on the outer wall of the rotating shaft 19, and the outer wall of the transmission gear 22 is meshingly connected with a driven gear 23, and a driven shaft 24 is fixedly installed on the inner wall of the driven gear 23.

[0031] An angle sensor 25 is fixedly installed on the top of the driven shaft 24, and a support block 26 is installed on one side of the angle sensor 25. The position shifting motor 18 and the angle sensor 25 are fixedly connected to the support block 26; two limit rings 27 are provided below the transmission gear 22, and the two limit rings 27 are fixedly connected to the rotating shaft 19, and a linkage gear 28 is rotatably connected between the two limit rings 27, and a linkage sleeve block 29 is fixedly installed on the bottom end of the linkage gear 28, and a vibration sensor 30 is fixedly connected to the inner wall of the linkage sleeve block 29, and a position shifting gear 31 is meshingly connected to the outer wall of the linkage gear 28; a position shifting shaft 32 is fixedly installed on the inner wall of the position shifting gear 31, and a rotating motor 33 is fixedly installed on the top of the position shifting shaft 32, and a connecting block 34 is provided on the upper surface of the rotating motor 33, and the position shifting motor 18 and the rotating motor 33 are fixedly connected to the connecting block 34; a double proofreading detection component is provided on one side of the rotating shaft 19. The upper surface of the transmission gear 22 and the upper surface of the driven gear 23 are in the same horizontal plane, and the two limit rings 27 are symmetrically arranged with respect to the linkage gear 28 .

[0032] In this technical solution, as shown in the attached Figure 7-8 As shown, the double proofreading detection assembly includes a main pressure sensor 35 arranged on one side of the rotating shaft 19; a secondary pressure sensor 36 is arranged on the other side of the rotating shaft 19, and the secondary pressure sensor 36 and the main pressure sensor 35 are both fixedly connected to the sleeve disc 20, a hose 37 is arranged on one side of the secondary pressure sensor 36, and the sealing sleeve gasket 21 and the sleeve disc 20 are both fixedly connected to the hose 37, and the hose 37 is connected to the sealing sleeve gasket 21; a negative pressure air pump 38 is fixedly installed at one end of the hose 37, and the negative pressure air pump 38 is fixedly connected to the concave sleeve plate 15, and a second valve 39 is threadedly connected at the input end of the negative pressure air pump 38. The main pressure sensor 35 and the secondary pressure sensor 36 are symmetrically arranged about the rotating shaft 19, and the bottom ends of the main pressure sensor 35 and the secondary pressure sensor 36 are both in the same horizontal plane.

[0033] The working principle of the aircraft engine casing air tightness detection device of the present invention is as follows:

[0034] Step 1: During preparation, move the detection liquid pool 1, which drives the box 11 to move. At the same time, the box 11 drives the multiple moving wheels 13 to move, and the reinforcement block 14 provides support for the box 11. Then close the first valve 10 to fill the detection liquid pool 1 with water.

[0035] Step 2, during the displacement multi-directional detection, the aircraft engine casing is placed in multiple spacer blocks 4 at the same time, and the bottom end of the aircraft engine casing is squeezed on the upper surface of the sealing chassis 5 for sealing operation, and the outer wall of the aircraft engine casing is positioned on one side of the multiple spacer blocks 4, and the support block 2 supports the positioning ring 3, and the positioning ring 3 supports the multiple spacer blocks 4 to increase the stability of the multiple spacer blocks 4, and the sleeve shaft plate 8 realizes limited support for the rotating shaft 7, and the electric cylinder 16 is supported by the concave sleeve plate 15. The electric cylinder 16 pushes the push rod 17 to move downward, and the push rod 17 drives the displacement motor 18 to move downward, and the displacement motor 18 drives the rotating shaft 19 to move downward, and the rotating shaft 19 drives the sleeve disc 20 to move downward, and the sleeve disc 20 drives the sealing sleeve gasket 21 to move downward, and the sealing sleeve gasket 21 is squeezed on the top surface of the aircraft engine casing, thereby realizing the sealing operation on the top surface of the aircraft engine casing.

[0036] Step 3: During the double calibration test, the negative pressure air pump 38 is supported by the concave sleeve 15, so that after the second valve 39 is opened, the negative pressure of the external air can be sucked into the negative pressure air pump 38, enter the hose 37 through the negative pressure air pump 38, and then be poured into the sealing sleeve 21 through the hose 37, and then be poured into the interior of the aircraft engine casing through the sealing sleeve 21. At the same time, the second valve 39 is closed, so that the main pressure sensor 35 realizes pressure sensing, and the other auxiliary pressure sensor 36 can also perform pressure calibration.

[0037] Step 4: During the drive switching detection, the position-shifting motor 18 is started, and the position-shifting motor 18 drives the rotating shaft 19 to rotate, and the rotating shaft 19 rotates the sleeve disc 20, and the sleeve disc 20 drives the sealing sleeve gasket 21 to rotate, and the sealing sleeve gasket 21 drives the aircraft engine casing to rotate, and the aircraft engine casing drives the sealing chassis 5 to rotate, and the sealing chassis 5 drives the rotating disk 6 to rotate, and the rotating disk 6 drives the rotating shaft 7 to rotate. At the same time, the aircraft engine casing rotates and shifts along the outer wall of the spacer block 4, so that the contact part between the aircraft engine casing and the spacer block 4 is rotated and replaced, and at the same time, the rotating shaft 7 rotates stably on the inner wall of the sleeve shaft plate 8. The driven gear 22 drives the driven gear 23 to rotate, and the driven gear 23 causes the driven shaft 24 to rotate, and the driven shaft 24 rotates on the sensing end of the angle sensor 25, and the angle sensor 25 can perform angle sensing, and at the same time, the position-shifting motor 18 supports the support block 26, and the support block 26 supports the angle sensor 25 and increases the stability of the angle sensor 25. When the angle value sensed by the angle sensor 25 is the same as the angle value set by the controller 12 , the controller 12 turns off the position shifting motor 18 .

[0038] At the same time, the connection block 34 is supported by the displacement motor 18, and the connection block 34 supports the rotating motor 33. The rotating motor 33 drives the displacement shaft 32 to rotate, and the displacement shaft 32 drives the displacement gear 31 to rotate, and the displacement gear 31 drives the linkage gear 28 to rotate in meshing, and the linkage gear 28 rotates inside the two limit rings 27. At the same time, the linkage gear 28 drives the linkage sleeve 29 to rotate forward 350 degrees, and then rotates reversely 350 degrees. The linkage sleeve 29 drives the vibration sensor 30 to rotate forward and reverse, so that the vibration sensor 30 can move in the water body, so that bubbles will cause the water body to vibrate greatly. When the vibration sensor 30 senses vibration, or the main pressure sensor 35 and the auxiliary pressure sensor 36 produce pressure changes, the aircraft engine casing will be sealed. Damage.

[0039] The contents not described in detail in the specification belong to the prior art known to those skilled in the art, and the model parameters of each electrical appliance are not specifically limited, and conventional equipment can be used. In this technical solution, the electrical control components not mentioned are not shown in the figure because they belong to the prior art and will not be described here.

[0040] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. An aircraft engine casing air tightness detection device, comprising a detection liquid pool (1), a support block (2) and a positioning ring (3), wherein the support block (2) is fixed to the bottom end of the inner wall of the detection liquid pool (1), and the positioning ring (3) is fixedly connected to the top end of the support block (2), characterized in that: The inner wall of the positioning ring (3) is provided with a displacement multi-directional detection mechanism; The displacement multi-directional detection mechanism comprises a plurality of spacer blocks (4) fixedly arranged on the inner wall of the positioning ring (3); a sealing chassis (5) is provided in the gaps surrounded by the plurality of spacer blocks (4); the plurality of spacer blocks (4) are plugged into the aircraft engine casing; a rotating disk (6) is bonded to the bottom end of the sealing chassis (5); and a rotating shaft (7) is fixedly connected to the bottom end of the rotating disk (6); The rotating shaft (7) is rotatably connected to the middle part of the sleeve shaft plate (8), and the sleeve shaft plate (8) is fixedly connected to the detection liquid pool (1), and the plurality of spacer blocks (4) are fixedly connected to the sleeve shaft plate (8). A concave sleeve plate (15) is fixedly installed above the outer wall of the detection liquid pool (1), and an electric cylinder (16) is fixedly installed at the middle part of the top end of the concave sleeve plate (15), and a push rod (17) is fixedly connected to the output end of the electric cylinder (16); A drive switching detection mechanism is installed at the bottom end of the push rod (17), and the drive switching detection mechanism includes a position changing motor (18) fixedly arranged at the bottom end of the push rod (17); A gap is provided between the position-changing motor (18) and the top of the inner wall of the concave sleeve plate (15); the bottom end of the position-changing motor (18) is fixedly connected to a rotating shaft (19); a sleeve disc (20) is fixedly mounted on the bottom end of the rotating shaft (19); a sealing sleeve gasket (21) is bonded to the lower surface of the sleeve disc (20); the sealing sleeve gasket (21) is pressed onto the top surface of the aircraft engine casing; a transmission gear (22) is fixedly mounted on the outer wall of the rotating shaft (19); a driven gear (23) is meshingly connected to the outer wall of the transmission gear (22); and a driven shaft (24) is fixedly mounted on the inner wall of the driven gear (23); A double calibration detection component is provided on one side of the rotating shaft (19); an angle sensor (25) is fixedly mounted on the top end of the driven shaft (24); a support block (26) is mounted on one side of the angle sensor (25); and the position shifting motor (18) and the angle sensor (25) are both fixedly connected to the support block (26); Two limiting rings (27) are provided below the transmission gear (22). The two limiting rings (27) are fixedly connected to the rotating shaft (19). A linkage gear (28) is rotatably connected between the two limiting rings (27). A linkage sleeve (29) is fixedly mounted on the bottom end of the linkage gear (28). The upper surface of the transmission gear (22) and the upper surface of the driven gear (23) are in the same horizontal plane. The two limiting rings (27) are symmetrically arranged with respect to the linkage gear (28). A vibration sensor (30) is fixedly connected to the inner wall of the linkage sleeve (29). The outer wall of the linkage gear (28) is meshingly connected to a displacement gear (31). A shift shaft (32) is fixedly mounted on the inner wall of the shift gear (31), a rotating motor (33) is fixedly mounted on the top of the shift shaft (32), a connecting block (34) is provided on the upper surface of the rotating motor (33), the shift motor (18) and the rotating motor (33) are both fixedly connected to the connecting block (34), and the double-proofing detection component includes a main pressure sensor (35) arranged on one side of the rotating shaft (19); A secondary pressure sensor (36) is provided on the other side of the rotating shaft (19); the secondary pressure sensor (36) and the main pressure sensor (35) are both fixedly connected to the sleeve disc (20); a hose (37) is provided on one side of the secondary pressure sensor (36); the sealing sleeve gasket (21) and the sleeve disc (20) are both fixedly connected to the hose (37); the hose (37) is communicated with the sealing sleeve gasket (21); and a negative pressure air pump (38) is fixedly mounted on one end of the hose (37).

2. The aircraft engine casing air tightness detection device according to claim 1, characterized in that: The support block (2) is used to support the positioning ring (3), and the vertical cross-section of the support block (2) is L-shaped. A gap is provided between the positioning ring (3) and the sleeve shaft plate (8).

3. The aircraft engine casing air tightness detection device according to claim 1, characterized in that: The plurality of spacer blocks (4) are arranged in a circular ring at equal intervals, and the outer walls of the plurality of spacer blocks (4) are all smooth surfaces.

4. The aircraft engine casing air tightness detection device according to claim 1, characterized in that: The sealing bottom plate (5) is made of rubber material, and the cross-sectional shapes of the sealing bottom plate (5) and the rotating plate (6) are circular.

5. The aircraft engine casing air tightness detection device according to claim 1, characterized in that: A connected drainage pipe (9) is inserted into one side of the inner wall of the detection liquid pool (1), and a first valve (10) is fixedly connected to one end of the drainage pipe (9).

6. The aircraft engine casing air tightness detection device according to claim 5, characterized in that: The bottom end of the detection liquid pool (1) is fixedly connected to a box (11), and a controller (12) is fixedly installed on one side of the box (11), and the controller (12) is electrically connected to the electric cylinder (16), the first valve (10), the position shifting motor (18), the main pressure sensor (35), the auxiliary pressure sensor (36), and the negative pressure air pump (38); A plurality of moving wheels (13) are fixedly mounted on the bottom end of the box body (11), and a reinforcement block (14) is embedded and mounted on the outer wall of the box body (11).

7. The aircraft engine casing air tightness detection device according to claim 1, characterized in that: The negative pressure air pump (38) is fixedly connected to the concave sleeve plate (15); a second valve (39) is threadedly connected to the input end of the negative pressure air pump (38); the main pressure sensor (35) and the auxiliary pressure sensor (36) are symmetrically arranged about the rotating shaft (19); and the bottom end of the main pressure sensor (35) and the bottom end of the auxiliary pressure sensor (36) are both in the same horizontal plane.

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