Propeller tension and thrust testing device

Abstract

The invention discloses a propeller tension and thrust testing device which is applied to a turboprop engine, the turboprop engine comprises a speed reducer, the speed reducer comprises a casing, a power turbine shaft, an input gear, a driven gear and a propeller shaft, the input gear is arranged on the power turbine shaft, the driven gear is arranged on the propeller shaft and meshed with the input gear, and the propeller shaft is meshed with the driven gear. A first bearing and a second bearing are arranged between the two ends of the power turbine shaft and the casing respectively, a third bearing used for bearing radial force is arranged between the rear end of the propeller shaft and the casing, an installation structure is arranged between the front end of the propeller shaft and the casing, and a fourth bearing and a fifth bearing are arranged between the inner side of the installation structure and the outer wall of the front end of the propeller shaft respectively. The fourth bearing is used for bearing axial force, and the fifth bearing is used for bearing radial force; the testing device comprises a first force measuring ring arranged at one end, facing the fourth bearing, of the fifth bearing and a second force measuring ring arranged at one end, away from the fifth bearing, of the fourth bearing, the first force measuring ring is used for testing tension, and the second force measuring ring is used for testing thrust.

Description

Technical Field

[0001] The present invention relates to the technical field of aeroengine testing, and in particular, to a propeller pull and thrust testing device. Background Art

[0002] The shaft power of a turboprop engine is one of the main performance indicators of the engine power. However, for a turboprop aircraft (hereinafter referred to as a turboprop aircraft), the shaft power cannot directly reflect the aircraft's power performance. The aircraft needs a clear propeller pull input under different flight conditions to achieve the optimal engine-aircraft matching performance. In particular, the negative pull (thrust) generated during propeller reverse pitch is closely related to the flight safety of the aircraft. However, currently, the conventional propeller pull measurement methods are affected by factors such as air flow and transmission path, and the measurement accuracy is not high.

[0003] Generally, a turboprop engine mainly consists of a reduction gear, a compressor, a turbine, and a combustion chamber, as Figure 1 shown. The reduction gear is an important component of the turboprop engine. The power of the reduction gear is input by the power turbine and output through the propeller.

[0004] One of the existing propeller pull measurement schemes is that during the flight test, the turboprop pull measurement is carried out by using the load measurement method of the engine mounting strut system. The turboprop aircraft connects the engine mount with a shock absorber and the aircraft force truss with a force-bearing frame through the engine connecting rod system. The engine power is transmitted to the aircraft through the engine connecting rod, and the aircraft force truss is installed on the leading edge of the wing. Based on the special structural configuration of the connecting rod system, the propeller pull can be actually measured by the strain gauge method. In theory, as long as the strain of the connecting rod system is measured by the strain gauge and the reverse calculation is carried out, the propeller pull can be obtained. According to the actual installation of the propeller and the engine on the aircraft and the theoretical force-bearing situation designed according to the connecting rod system, each rod can be regarded as a two-force rod. However, considering that the aircraft is also moving while the propeller is generating pull, in addition to the main pull and propeller torque, the engine is also affected by loads such as inertial force (torque) and gyroscopic torque, and the force-bearing situation is relatively complex. Although in the ideal force-bearing situation, the connecting rod is only subjected to pure pull or pressure, in practice, the rotation of the propeller will inevitably introduce other loads on the connecting rod, mainly the torque around the propeller axis, resulting in a relatively complex force transmission route of the strut and low measurement accuracy of the connecting rod method.

[0005] The existing propeller pull measurement scheme is also based on the pull measurement principle of the "static and dynamic frame - spring strip" structure test bench. A ground test bench is set up, and the structure form of the static and dynamic test bench is used to measure the propeller pull and thrust. Refer to Figures 3 to 4The bench structure and force conditions of a certain type of turboprop engine with a propeller for the whole engine test stand. The engine adopts a front-mounted and overhanging installation form. To meet the requirements of thrust measurement, the test stand of this propeller whole-engine test stand adopts a static-dynamic frame structure. The engine is installed on the dynamic frame through a mounting frame, and the dynamic frame is suspended on the static frame by 4 spring plates. Horizontally, the dynamic frame is constrained by 4 force sensors installed on the static frame. Two force sensors in the intake direction limit the forward movement of the dynamic frame (measuring the propeller thrust), and two force sensors in the exhaust direction limit the backward movement of the dynamic frame (measuring the reverse propeller thrust). When the engine is working, the spring plates only bear tensile force, and the binding force on the dynamic frame in the axial direction of the engine can be ignored. Therefore, the thrust or pull generated by the propeller is finally transmitted to the thrust or pull sensor, and the thrust or pull of the turboprop engine can be measured. The above is the thrust measurement principle of the "static-dynamic frame - spring plate" structure test stand. However, the ground test stand of the engine has a large windward area, and the propeller airflow seriously affects the thrust measurement result, resulting in large fluctuations in the thrust measurement result, and there is a large gap between the test data and the theoretical calculation value, and the cost of building the test structure is high. Summary of the Invention

[0006] The present invention provides a propeller thrust and pull test device to solve the technical problems of low accuracy and high cost of the propeller thrust measurement structure.

[0007] According to one aspect of the present invention, there is provided a propeller thrust and pull test device applied to a turboprop engine. The turboprop engine includes a speed reducer, and the speed reducer includes a casing, a power turbine shaft, an input gear, a driven gear, and a propeller shaft. The input gear is arranged on the power turbine shaft, the driven gear is arranged on the propeller shaft and meshes with the input gear. A first bearing and a second bearing are respectively arranged between the two ends of the power turbine shaft and the casing. A third bearing for bearing radial force is arranged between the rear end of the propeller shaft and the casing. An installation structure is arranged between the front end of the propeller shaft and the casing. A fourth bearing and a fifth bearing are respectively arranged between the inner side of the installation structure and the outer wall of the front end of the propeller shaft. The fourth bearing is located between the bottom of the installation structure and the fifth bearing. There is a preset radial gap between the fourth bearing and the inner wall of the installation structure. The fourth bearing is used to bear axial force, and the fifth bearing is used to bear radial force. The test device includes a first force measuring ring arranged between the fifth bearing and the fourth bearing, and a second force measuring ring arranged at the end of the fourth bearing away from the fifth bearing. The first force measuring ring is used to measure pull, and the second force measuring ring is used to measure thrust.

[0008] As a further improvement of the above technical solution, the installation structure includes a bearing bushing for being embedded in the end hole at the front end of the casing. A stepped structure is arranged at the front end of the casing, and the bearing bushing is axially positioned and matched with the stepped structure.

[0009] As a further improvement of the above technical solution, strain gauges are circumferentially and uniformly arranged on the first force measuring ring, and strain gauges are circumferentially and uniformly arranged on the second force measuring ring.

[0010] As a further improvement of the above technical solution, the test device further includes a lead wire structure for leading out the signal wires connected to the strain gauges to the outside of the casing.

[0011] As a further improvement of the above technical solution, the test device further includes an anti-rotation structure distributed on the first force measuring ring and the second force measuring ring for restricting the circumferential positions of the first force measuring ring and the second force measuring ring.

[0012] As a further improvement of the above technical solution, the anti-rotation structure includes a first anti-rotation boss provided on the end face of the first force measuring ring facing one end of the fifth bearing, a first installation groove for embedding the first anti-rotation boss is provided on the fifth bearing, the anti-rotation structure further includes a second anti-rotation boss circumferentially provided on the second force measuring ring, the second anti-rotation boss extends axially towards both ends along the second force measuring ring, a second installation groove for embedding the second anti-rotation boss is provided on the outer ring of the fourth bearing, and a third installation groove for cooperating with the second anti-rotation boss is provided on the bearing bush.

[0013] As a further improvement of the above technical solution, the lead wire structure includes a wire passing hole provided in the first force measuring ring, a first wire outlet groove provided on the outer wall of the fourth bearing, and a second wire outlet groove provided on the outer wall of the second force measuring ring, the second wire outlet groove is provided on the second anti-rotation boss, and the second installation groove is integrally provided with the first wire outlet groove.

[0014] As a further improvement of the above technical solution, an installation edge for cooperating with the end face of the front end of the casing is circumferentially provided at the outer end of the fifth bearing.

[0015] As a further improvement of the above technical solution, the third bearing and the fifth bearing are cylindrical roller bearings, and the fourth bearing is a four-point contact ball bearing or a deep groove ball bearing or a spherical roller thrust bearing.

[0016] As a further improvement of the above technical solution, one end of the inner ring of the fourth bearing away from the fifth bearing abuts against the end of the driven gear or abuts against the shaft shoulder of the pulp shaft and forms a preset axial distance between the bottom of the bearing bush and one end of the outer ring of the fourth bearing away from the fifth bearing so that there is an axial gap between the second force measuring ring and the bottom of the bearing bush.

[0017] The present invention has the following beneficial effects:

[0018] The third bearing is installed at the rear fulcrum of the propeller shaft of this test device. By setting up the installation structure, the fourth bearing and the fifth bearing are respectively installed at the front fulcrum of the propeller shaft. The three fulcrums jointly support, so that the radial force generated during the operation of the propeller is only borne by the third bearing and the fifth bearing at the front and rear fulcrums, while the fourth bearing only bears the axial force and does not bear the radial force. The first force-measuring ring and the second force-measuring ring are respectively arranged at both ends of the outer ring of the fourth bearing. When the positive pull of the propeller is applied, the force is transmitted through the propeller shaft and the inner ring of the fourth bearing to the outer ring of the fourth bearing and presses the first force-measuring ring against the outer ring of the fifth bearing. By measuring the strain of the first force-measuring ring after being loaded, the axial force borne by the fourth bearing can be obtained; conversely, when the negative pull of the propeller is applied, the thrust is transmitted from the propeller shaft to the inner ring of the fourth bearing and then to the outer ring of the fourth bearing and presses the second force-measuring ring against the installation structure. By measuring the strain of the second force-measuring ring after being loaded, the axial force borne by the fourth bearing is obtained. And the speed reducer is a straight-tooth transmission structure, and no additional axial force will be generated during the meshing process of the gear pair. Therefore, the axial force borne by the fourth bearing is the propeller pull / thrust. This test device has a higher test accuracy compared with the load measurement method of the engine installation strut system and the method of building a ground test bench, and is not affected by environmental factors and flight airflow. The overall structure is concise, no additional measurement structure needs to be built, and at the same time, the measurement of the positive pull and negative pull of the propeller is realized, with high measurement accuracy and low cost.

[0019] In addition to the purposes, features and advantages described above, the present invention has other purposes, features and advantages. The following will refer to the drawings to make a further detailed description of the present invention. Brief Description of the Drawings

[0020] The drawings forming a part of this application are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention. In the drawings:

[0021] Figure 1 is a structural schematic diagram of a prior art turboprop engine;

[0022] Figure 2 is a connecting rod assembly drawing of the prior art turboprop engine pull measurement;

[0023] Figure 3 is a side view of a prior art engine ground test bench;

[0024] Figure 4 is a front view of a prior art engine ground test bench;

[0025] Figure 5 is an internal structural schematic diagram of the turboprop engine speed reducer according to a preferred embodiment of the present invention;

[0026] Figure 6Schematic diagram of the assembly structure of the force measuring device according to the preferred embodiment of the present invention;

[0027] Figure 7 Schematic diagram of the structure of the fifth bearing according to the preferred embodiment of the present invention;

[0028] Figure 8 Schematic diagram of the structure of the first force measuring ring according to the preferred embodiment of the present invention;

[0029] Figure 9 Schematic diagram of the structure of the fourth bearing according to the preferred embodiment of the present invention;

[0030] Figure 10 Schematic diagram of the structure of the second force measuring ring according to the preferred embodiment of the present invention;

[0031] Figure 11 Schematic diagram of the structure of the bearing bushing according to the preferred embodiment of the present invention;

[0032] Figure 12 Schematic diagram of the propeller thrust transmission path according to the preferred embodiment of the present invention;

[0033] Figure 13 Schematic diagram of the propeller negative thrust transmission path according to the preferred embodiment of the present invention.

[0034] Legend:

[0035] 1. Spline; 2. Input gear; 3. Driven gear; 4. Propeller shaft; 5. Front housing; 501. Step structure; 6. Rear housing; 7. First bearing; 8. Second bearing; 9. Third bearing; 10. Fourth bearing; 101. Second installation groove; 102. First wire outlet groove; 11. Fifth bearing; 111. First installation groove; 112. Installation edge; 12. Locking nut; 13. First force measuring ring; 131. First anti-rotation boss; 132. Threading hole; 133. Support boss; 14. Second force measuring ring; 141. Second anti-rotation boss; 142. Second wire outlet groove; 15. Bearing bushing; 151. Third installation groove; 152. Axial clearance; 16. Strain gauge. Detailed implementation manners

[0036] The following will describe the embodiments of the present invention in detail with reference to the accompanying drawings, but the present invention can be implemented in many different ways defined and covered by the following.

[0037] Figure 5 Schematic diagram of the internal structure of the turboprop engine reducer according to the preferred embodiment of the present invention; Figure 6 Schematic diagram of the assembly structure of the force measuring device according to the preferred embodiment of the present invention; Figure 7 Schematic diagram of the structure of the fifth bearing according to the preferred embodiment of the present invention; Figure 8 Schematic diagram of the structure of the first force measuring ring according to the preferred embodiment of the present invention;Figure 9 It is a schematic structural diagram of the fourth bearing of the preferred embodiment of the present invention;; Figure 10 It is a schematic structural diagram of the second force-measuring ring of the preferred embodiment of the present invention; Figure 11 It is a schematic structural diagram of the bearing bushing of the preferred embodiment of the present invention; Figure 12 It is a schematic diagram of the propeller thrust transmission path of the preferred embodiment of the present invention; Figure 13 It is a schematic diagram of the propeller negative thrust transmission path of the preferred embodiment of the present invention.

[0038] As Figures 5 to 13 shown, the propeller thrust and thrust test device of this embodiment is applied to a turboprop engine. The turboprop engine includes a reducer. The reducer of the turboprop engine is a spur gear drive. The reducer includes a casing, a power turbine shaft, an input gear 2, a driven gear 3, and a propeller shaft. The input gear 2 is arranged on the power turbine shaft. The driven gear 3 is arranged on the propeller shaft 4 and meshes with the input gear 2. A first bearing 7 and a second bearing 8 are respectively arranged between the two ends of the power turbine shaft and the casing. A third bearing 9 for bearing radial force is arranged between the rear end of the propeller shaft 4 and the casing. An installation structure is arranged between the front end of the propeller shaft 4 and the casing. A fourth bearing 10 and a fifth bearing 11 are respectively arranged between the inner side of the installation structure and the outer wall of the front end of the propeller shaft 4. The fourth bearing 10 is located between the bottom of the installation structure and the fifth bearing 11. There is a preset radial clearance between the fourth bearing 10 and the inner wall of the installation structure. The fourth bearing 10 is used to bear axial force, and the fifth bearing 11 is used to bear radial force; The test device includes a first force-measuring ring 13 arranged between the fifth bearing 11 and the fourth bearing 10 and a second force-measuring ring 14 arranged at one end of the fourth bearing 10 away from the fifth bearing 11. The first force-measuring ring 13 is used to test the thrust, and the second force-measuring ring 14 is used to test the thrust; wherein, the two end faces of the first test ring are respectively in abutting fit with the outer ring end face of the fourth bearing 10 and the outer ring end face of the fifth bearing 11, and the two end faces of the second test ring are respectively in abutting fit with the outer ring end face of the fourth bearing 10 and the installation structure.

[0039] It should be understood that the power of the reducer is input from the spline 1 of the input gear 2. There is a locking device between the input gear 2 and the power turbine shaft and axial limit, which is realized with reference to the prior art. The input gear 2 meshes with the driven gear 3. The driven gear 3 transmits the power to the propeller shaft through the spline 1. The front end of the propeller shaft is connected to the propeller hub through a connecting flange, and the power generated by the engine is output to drive the propeller to generate flight power; A first bearing 7 and a second bearing 8 are respectively arranged between the two ends of the power turbine shaft and the casing. The outer rings of the first bearing 7 and the second bearing 8 both have mounting edges. The inner rings of both are in interference connection with the input gear 2, and the outer ends are both locked by locking nuts 12 arranged on the input gear 2; The first bearing 7 and the second bearing 8 are preferably cylindrical roller bearings;

[0040] It can be understood that a third bearing 9 is installed at the rear fulcrum of the propeller shaft 4 of this test device. By setting the installation structure, a fourth bearing 10 and a fifth bearing 11 are respectively installed at the front fulcrum of the propeller shaft 4. The three fulcrums jointly support, so that the radial force generated during the operation of the propeller is only borne by the third bearing 9 and the fifth bearing 11 at the front and rear fulcrums, while the fourth bearing 10 only bears the axial force and does not bear the radial force. A first force-measuring ring 13 and a second force-measuring ring 14 are respectively arranged at both ends of the outer ring of the fourth bearing 10. When the positive pull of the propeller is applied, the force is transmitted through the propeller shaft and the inner ring of the fourth bearing 10 to the outer ring of the fourth bearing 10 and presses the first force-measuring ring 13 to the outer ring of the fifth bearing 11. By testing the strain of the first force-measuring ring 13 after being loaded, the axial force borne by the fourth bearing 10 can be obtained; conversely, when the negative pull of the propeller is applied, the thrust is transmitted from the propeller shaft to the inner ring of the fourth bearing 10 and then to the outer ring of the fourth bearing 10 and presses the second force-measuring ring 14 to the installation structure. By measuring the strain of the second force-measuring ring 14 after being loaded, the axial force borne by the fourth bearing 10 is obtained. And the speed reducer is a straight-tooth transmission structure, and no additional axial force is generated during the meshing process of the gear pair. Therefore, the axial force borne by the fourth bearing 10 is the propeller pull / thrust. This test device has higher test accuracy compared with the load measurement method of the engine installation strut system and the method of building a ground test bench, and is not affected by environmental factors and flight airflows. The overall structure is concise, without the need to build an additional measurement structure, and at the same time, the positive pull and negative pull of the propeller can be measured, with high measurement accuracy and low cost.

[0041] In this embodiment, the installation structure includes a bearing bushing 15 for being embedded in the end hole at the front end of the casing. A step structure 501 is arranged at the position of the end hole at the front end of the casing. The front outer wall of the bearing bushing 15 protrudes to axially position and cooperate with the step structure 501, that is, the second force-measuring ring 14, the fourth bearing 10, the first force-measuring ring 13, and the fifth bearing 11 are sequentially installed into the bearing bushing 15, and the bottom of the bearing bushing 15 is installed into the front end hole of the casing until it abuts and cooperates with the step structure 501 in the casing end hole for positioning. The structure is concise and reasonable;

[0042] In this embodiment, strain gauges 16 are circumferentially and uniformly distributed on the first force-measuring ring 13, and strain gauges 16 are circumferentially and uniformly distributed on the second force-measuring ring 14. The strain of the force-measuring ring after being loaded is tested by the strain gauges 16 and the signal is output to the test equipment through the signal line, and then the pull and thrust of the propeller are measured; further, the test device also includes a lead wire structure for leading the signal line connected to the strain gauge 16 out of the casing. By setting the lead wire structure to guide the signal line connected to the strain gauge 16 to pass through and lead it out of the casing to be connected to the test equipment, structural interference and wire harness chaos are avoided;

[0043] In this embodiment, the testing device further includes an anti-rotation structure distributed on the first force-measuring ring 13 and the second force-measuring ring 14, which is used to limit the circumferential positions of the first force-measuring ring 13 and the second force-measuring ring 14, prevent the first force-measuring ring 13 and the second force-measuring ring 14 from rotating during operation, and at the same time achieve angular positioning of the first force-measuring ring 13 and the second force-measuring ring 14, ensure the testing accuracy, and ensure the stability of the testing work.

[0044] Specifically, the anti-rotation structure includes a first anti-rotation boss 131 provided on the end face of the first force-measuring ring 13 facing one end of the fifth bearing 11. A first installation groove 111 for embedding the first anti-rotation boss 131 is provided on the fifth bearing 11. The anti-rotation structure further includes a second anti-rotation boss 141 provided on the second force-measuring ring 14. The second anti-rotation boss 141 of the second force-measuring ring 14 extends axially towards both ends thereof respectively. A second installation groove 101 for embedding the second anti-rotation boss 141 is provided on the outer ring of the fourth bearing 10. A third installation groove 151 for cooperating with the second anti-rotation boss 141 is provided on the bearing bushing 15. Among them, an installation edge 112 for cooperating with the end face of the front end of the casing is circumferentially provided at the outer end of the fifth bearing 11. The front end of the casing is connected to the installation edge 112, realizing the connection between the two and fixing the outer ring of the fifth bearing 11 to limit its circumferential position. By embedding the first anti-rotation boss 131 into the first installation groove 111, the circumferential position of the first force-measuring ring 13 is restricted, preventing circumferential rotation in the working state. The second anti-rotation boss 141 at one end of the second force-measuring ring 14 is embedded into the second installation groove 101 provided on the outer ring of the fourth bearing 10, and the second anti-rotation boss 141 at the other end is embedded into the third installation groove 151 provided on the bearing bushing 15, thereby realizing the circumferential limit of the second force-measuring ring 14 and the outer ring of the fourth bearing 10, preventing the two from circumferentially rotating during operation, avoiding affecting the testing accuracy, and ensuring the stability of the testing work.

[0045] In this embodiment, the lead wire structure includes a wire-passing hole 132 provided in the first force-measuring ring 13, a first wire outlet groove 102 provided on the outer wall of the fourth bearing 10, and a second wire outlet groove 142 provided on the outer wall of the second force-measuring ring 14. The second wire outlet groove 142 is provided on the second anti-rotation boss 141. The second installation groove 101 and the first wire outlet groove 102 are integrally provided, that is, the first wire outlet groove 102 is axially provided on the side wall of the fourth bearing 10 based on the position of the second installation groove 101, making the structure integrated and more concise. Similarly, the second wire outlet groove 142 is provided at the position of the second anti-rotation boss 141, making the structure integrated and more concise, and extending the length of the second wire outlet groove 142, making it more convenient for wire leading. In other embodiments, a wire groove structure may also be provided on the first force-measuring ring 13 to replace the wire-passing hole 132, and there is no limitation on this.

[0046] In some embodiments, the third bearing 9 and the fifth bearing 11 are cylindrical roller bearings, and the fourth bearing 10 is a four-point contact ball bearing or a deep groove ball bearing or a spherical roller thrust bearing;

[0047] In this embodiment, the end of the inner ring of the fourth bearing 10 away from the fifth bearing 11 is abutted against the end of the driven gear 3 or the shoulder of the paddle shaft 4, and a preset axial spacing is formed between the bottom of the bearing sleeve 15 and the end of the outer ring of the fourth bearing 10 away from the fifth bearing 11 so that the second force measuring ring 14 and the bottom of the bearing sleeve 15 have an axial gap 152 to compensate for manufacturing errors and thermal deformation, and prevent the force measuring ring from getting stuck in the assembled state, affecting the test accuracy. At the same time, since the outer ring of the fourth bearing 10 and the inner wall of the bearing sleeve 15 have a radial gap without radial fit, during operation, the outer ring of the fourth bearing 10 has an axial floating space. When subjected to thrust, the outer ring of the fourth bearing 10 drives the second force measuring ring 14 to abut against the bottom of the bearing sleeve 15, thereby realizing force transmission and acting on the second force measuring ring 14.

[0048] It can be understood that a support boss 133 is evenly distributed circumferentially on one end of the first force measuring ring 13 facing the fourth bearing 10, which is used to abut against the fourth bearing 10 after assembly to achieve positioning; the size of the second force measuring ring 14 matches the size of the outer ring of the fourth bearing 10 to cooperate with the axial floating of the outer ring of the fourth bearing 10.

[0049] It should be noted that the end of the fourth bearing 10 away from the fifth bearing 11 is preferably abutted against the end of the driven gear 3, and the end of the fifth bearing 11 away from the fourth bearing 10 is abutted against the shoulder of the paddle shaft 4. Specifically, the casing is divided into a front casing 5 and a rear casing 6. The assembly method of the reducer is to sequentially install the fifth bearing 11, the first force measuring ring 13, the fourth bearing 10, the second force measuring ring 14, the bearing bushing 15, the front casing 5, the driven gear 3, the third bearing 9, the locking nut 12, and the rear casing 6 from the rear end of the paddle shaft 4, and install the fifth bearing 11 to the top The front end shoulder of the axle shaft 4 is supported, the first force measuring ring 13 is installed, and the first anti-rotation boss 131 of the first force measuring ring 13 is aligned and embedded in the first installation groove 111 of the fifth bearing 11, and then the fourth bearing 10 is installed so that it abuts against the supporting boss 133 of the first force measuring ring 13, the second force measuring ring 14 is installed, and one end of the second anti-rotation boss 141 is embedded in the second installation groove 101, and the bearing bushing 15 is installed so that the third installation groove 151 and the other end of the second anti-rotation boss 151 match, and after the driven gear 3 and the third bearing 9 are installed, they are locked by the locking nut 12, and the rear casing 6 is installed to complete the assembly;

[0050] The assembly of the input gear 2, the first bearing 7 and the second bearing 8 is achieved by referring to the existing assembly process, which is not elaborated in the above assembly process.

[0051] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation to the present invention.

[0052] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0053] The above are only the preferred embodiments of the present invention and are not used to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A propeller tension and thrust test device, applied to a turboprop engine, the turboprop engine comprising a reducer, the reducer comprising a casing, a power turbine shaft, an input gear (2), a driven gear (3) and a propeller shaft, the input gear (2) being arranged on the power turbine shaft, the driven gear (3) being arranged on the propeller shaft (4) and meshing with the input gear (2), a first bearing (7) and a second bearing (8) being arranged between the two ends of the power turbine shaft and the casing, respectively, characterized in that: A third bearing (9) for bearing radial force is arranged between the rear end of the paddle shaft (4) and the casing, a mounting structure is arranged between the front end of the paddle shaft (4) and the casing, a fourth bearing (10) and a fifth bearing (11) are arranged between the inner side of the mounting structure and the outer wall of the front end of the paddle shaft (4), respectively, the fourth bearing (10) is located between the bottom of the mounting structure and the fifth bearing (11), a preset radial clearance is provided between the fourth bearing (10) and the inner wall of the mounting structure, the fourth bearing (10) is used to bear axial force, and the fifth bearing (11) is used to bear radial force; the testing device comprises a first force measuring ring (13) arranged between the fifth bearing (11) and the fourth bearing (10), and a second force measuring ring (14) arranged at an end of the fourth bearing (10) away from the fifth bearing (11), the first force measuring ring (13) is used to test tension, and the second force measuring ring (14) is used to test thrust.

2. The propeller tension and thrust testing device according to claim 1, characterized in that: The mounting structure comprises a bearing bushing (15) for being embedded in an end hole at the front end of the casing, the front end of the casing is provided with a step structure (501), and the bearing bushing (15) is axially positioned and matched with the step structure (501).

3. The propeller tension and thrust testing device according to claim 2, characterized in that: The first force measuring ring (13) is provided with strain gauges (16) evenly distributed circumferentially, and the second force measuring ring (14) is provided with strain gauges (16) evenly distributed circumferentially.

4. The propeller tension and thrust testing device according to claim 3, characterized in that: The testing device also includes a lead structure for leading a signal line connected to the strain gauge (16) out of the casing.

5. The propeller tension and thrust testing device according to claim 4, characterized in that: The testing device further comprises anti-rotation structures distributed on the first force measuring ring (13) and the second force measuring ring (14), and used for limiting the circumferential positions of the first force measuring ring (13) and the second force measuring ring (14).

6. The propeller tension and thrust testing device according to claim 5, characterized in that: The anti-rotation structure comprises a first anti-rotation boss (131) arranged on the end surface of the first force measuring ring (13) facing one end of the fifth bearing (11); a first mounting groove (111) for embedding the first anti-rotation boss (131) is provided on the fifth bearing (11); the anti-rotation structure also comprises a second anti-rotation boss (141) arranged circumferentially on the second force measuring ring (14); the second anti-rotation boss (141) extends axially to both ends based on the second force measuring ring (14); a second mounting groove (101) for embedding the second anti-rotation boss (141) is provided on the outer ring of the fourth bearing (10); and a third mounting groove (151) for cooperating with the second anti-rotation boss (141) is provided on the bearing bushing (15).

7. The propeller tension and thrust testing device according to claim 6, characterized in that: The lead-in structure comprises a threading hole (132) provided on the first force measuring ring (13), a first wire outlet groove (102) provided on the outer wall of the fourth bearing (10), and a second wire outlet groove (142) provided on the outer wall of the second force measuring ring (14), the second wire outlet groove (142) being provided on the second anti-rotation boss (141), and the second mounting groove (101) being integrated with the first wire outlet groove (102).

8. The propeller tension and thrust testing device according to claim 1, characterized in that: The outer end of the fifth bearing (11) is circumferentially provided with a mounting edge (112) for matching with the end surface of the front end of the casing.

9. The propeller tension and thrust testing device according to any one of claims 1 to 8, characterized in that: The third bearing (9) and the fifth bearing (11) are cylindrical roller bearings, and the fourth bearing (10) is a four-point contact ball bearing, a deep groove ball bearing, or a spherical roller thrust bearing.

10. The propeller tension and thrust testing device according to any one of claims 1 to 8, characterized in that: The end of the inner ring of the fourth bearing (10) away from the fifth bearing (11) is abutted against the end of the driven gear (3) or the shoulder of the paddle shaft (4), and a preset axial spacing is formed between the bottom of the bearing sleeve (15) and the end of the outer ring of the fourth bearing (10) away from the fifth bearing (11), so that the second force measuring ring (14) and the bottom of the bearing sleeve (15) have an axial gap (152).

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