Turboprop engine test bed diversion system dragging device

Abstract

The invention discloses a turboprop engine test bed diversion system dragging device, which belongs to the technical field of aero-engine testing, and comprises a mounting seat serving as a bearing platform; the wheel group is mounted at the bottom of the mounting seat and is arranged on a ground guide rail to realize limiting movement; the driving mechanism is arranged on the mounting seat and is used for driving the mounting seat to move along the direction of the guide rail; the rail locking mechanism is arranged on the mounting seat and is used for locking the mounting seat on the guide rail in the test process; the flow guide ring mounting frame is arranged on the mounting seat and is used for mounting a flow guide ring; the height adjusting assembly is arranged between the mounting base and the flow guide ring mounting frame, comprises a wedge block assembly and a mounting frame support and is used for adjusting the height of the center line of the flow guide device in a test room, and the wedge block assembly achieves height adjustment through relative sliding. The technical problem that the height of an existing dragging device is difficult to adjust can be solved.

Description

Technical Field

[0001] The present invention relates to the technical field of aero-engine testing, and particularly to a dragging device for a guiding system of a turboprop engine test stand. Background Art

[0002] Turboprop engines are widely used in scenarios such as regional aircraft and military transport aircraft. During the engine research and development and testing processes, in order to ensure the accuracy of test data and the repeatability of the engine working state, it is usually necessary to set up a guiding system on the test stand to guide and control the flow field distribution of the engine intake and exhaust flows. The guiding system generally consists of a guiding ring, a support structure, and a connection platform, and moves to the test position along the guide rail through a dragging device.

[0003] In the prior art, for example, a Chinese patent with the application number 201921774987.7 discloses an automatic steel bar transport rail vehicle and system, including a housing, wheels, axles, motors, and a control unit; the wheels are installed on the axles, the axles are connected to the motors, and the motors provide power for the axles to drive the wheels to rotate; the motors are installed inside the axles; the wheels are installed inside the housing; the control unit is provided with signal receiving devices and communicates with a remote controller; the control unit controls the on-off between the motors and the power supply. The system enables the rail vehicle to travel automatically through remote control.

[0004] The prior art mainly adopts a rigidly connected installation structure, and its height is usually fixed during the manufacturing stage or assembly. Once it is necessary to adjust the relative height between the guiding device and the center line of the test stand according to different engine models or test conditions, it is necessary to adapt by means of replacing pads, modifying the installation platform, or temporarily padding. These methods are not only cumbersome to operate, have poor adjustment accuracy, but also have potential safety hazards and are difficult to meet the test stability requirements under high air flow and high thrust conditions. Summary of the Invention

[0005] The present invention provides a dragging device for a guiding system of a turboprop engine test stand to solve the technical problem that the height of the existing dragging device is difficult to adjust.

[0006] According to one aspect of the present invention, a dragging device for a guiding system of a turboprop engine test stand is provided, including: a mounting base as a bearing platform; a wheel set installed at the bottom of the mounting base and placed on a ground guide rail to achieve limited movement; a driving mechanism arranged on the mounting base for driving the mounting base to move along the guide rail direction; a rail locking mechanism arranged on the mounting base for locking the mounting base on the guide rail during the test; a guiding ring mounting frame arranged on the mounting base for mounting a guiding ring; a height adjustment assembly arranged between the mounting base and the guiding ring mounting frame, including a wedge block assembly and a mounting frame support for adjusting the center line height of the guiding device in the test workshop, wherein the wedge block assembly realizes height adjustment through relative sliding.

[0007] Optionally, the wedge block assembly includes a top plate, a first wedge block, a second wedge block, and a bottom plate arranged in sequence from top to bottom; the top plate is fixedly connected to the guide ring mounting bracket, and the bottom plate is fixedly connected to the mounting seat; An inclined contact surface for mutual cooperation is provided between the first wedge block and the second wedge block, which is used to realize the height adjustment between the top plate and the bottom plate through relative sliding; a row of through holes distributed along the sliding direction is provided in the middle of the first wedge block and the second wedge block, and the top plate and the bottom plate are provided with a number of bolt holes with matching dimensions at positions corresponding to the bolt holes. Locking bolts are commonly inserted into the bolt holes and the through holes.

[0008] Optionally, it further includes a flap mechanism, and the flap mechanism is arranged at both ends of the mounting seat along the moving direction. The flap mechanism is used to lift the cover covering the track when the mounting seat moves along the guide rail to form a roller channel.

[0009] Optionally, the flap mechanism includes a flap member. One end of the flap member is correspondingly arranged with the end face of the mounting seat and is used to insert under the flap. The other end of the flap member has a gradually increasing height and is used to guide the cover to slide upward along the surface of the flap member to open the cover.

[0010] Optionally, the flap mechanism further includes an angle limiting member, and the angle limiting member is in a hook shape. The angle limiting member is arranged at the end of the flap rotation path. The angle limiting member is used to contact and hook the end of the flap away from the rotation center when the flap is lifted to a preset angle, thereby restricting the flap from continuing to rotate.

[0011] Optionally, the mounting seat includes a first mounting seat frame, a second mounting seat frame, and a cross beam connecting the first mounting seat frame and the second mounting seat frame. Locking rail mechanisms are respectively arranged at both ends of the first mounting seat frame and the second mounting seat frame, and each locking rail mechanism includes two locking rail blocks for clamping the rail.

[0012] Optionally, the locking rail blocks are controlled by a handle or a driving motor to perform the clamping action.

[0013] According to another aspect of the present invention, a control method for a dragging device of a turboprop engine test stand diversion system is further provided, which includes the following steps: S1. Confirm whether the lifting platform is on the path of the dragging device. If the lifting platform is on the path of the dragging device, the dragging device is prohibited from moving through the interlock mechanism and a prompt is given in the operating system; if the lifting platform is not on the path of the dragging device, the interlock is released, and the electrical control system is remotely or locally operated to start the driving mechanism to move the diversion device along the guide rail direction to the target test position; S2, when the dragging device drives the guide device to move to the position corresponding to the propeller rotation plane, the track locking mechanism is started, and the track locking block is clamped on the guide rail by driving the motor to achieve braking, self-locking and limiting; S3, after the track locking is completed, the normally closed contact triggers the sound and light alarm to indicate that the locking is completed, and the track locking status is confirmed through the position sensor; S4, conduct engine ignition test in the locked rail state, and keep the guide device stable during the high gas flow impact; S5. After the test is completed, release the rail lock and move the guide device to the front area of ​​the test bench to facilitate the engine or propeller to get on and off the bench.

[0014] Optionally, before performing step S4, a load-bearing test step is also included, and the load-bearing test step includes: after the track locking mechanism is locked, an external traction test is performed to verify the load-bearing capacity of the dragging device in the axial direction, and the test confirms that the dragging device maintains structural stability during the dragging process and the track locking mechanism does not slip or release.

[0015] Optionally, during the movement of the dragging device, displacement detection and limit protection are performed through limiters set at both ends of the track.

[0016] In summary, the present application includes at least one of the following beneficial technical effects: By setting a height adjustment component between the mounting seat and the guide ring mounting frame, in particular, using a wedge block component including a first wedge block and a second wedge block, and using the relative sliding between the two wedge blocks to achieve fine adjustment of the height of the guide ring, the technical problems of the guide device being difficult to adjust in the prior art, the adjustment relying on pads or disassembly and adjustment, poor precision, and low efficiency are effectively solved. This structure not only realizes fast, continuous, and controllable height adjustment, but also can be locked at the target height position by bolts to achieve stable and reliable positioning. When facing different types of engines or test requirements, it can flexibly adapt to different guide ring centerline heights, significantly improving the test preparation efficiency and system versatility. At the same time, the wedge block component of this scheme is placed between the mounting seat and the guide ring mounting frame, which does not affect the overall aerodynamic layout of the guide system, nor does it increase additional external dimensions; the mounting seat is a trapezoidal structure with a small top and a large bottom, and cooperates with a multi-point locking track mechanism, so that the device can still maintain a stable positioning under the impact of high airflow, preventing shaking, displacement or overturning.

[0017] In addition to the above-described objects, features and advantages, the present invention has other objects, features and advantages. The present invention will be further described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings constituting a part of this application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings: Figure 1 Side view of the dragging device of the diversion system of the turboprop engine test stand of the present invention; Figure 2 Top view of the dragging device of the diversion system of the turboprop engine test stand of the present invention; Figure 3 Schematic structural diagram of the height adjustment component of the present invention; Figure 4 Schematic structural diagram of the wedge block component of the present invention; Figure 5 Schematic structural diagram of the flap mechanism of the present invention; Figure 6 Schematic diagram of the cover plate flipping along the flap member of the present invention; Figure 7 Schematic structural diagram of the lock rail stop of the present invention.

[0019] Legend: 1. Mounting base; 2. Wheel set; 3. Driving mechanism; 4. Lock rail mechanism; 5. Diversion ring mounting bracket; 6. Height adjustment component; 61. Mounting bracket support; 62. Top plate; 63. First wedge block; 64. Second wedge block; 65. Bottom plate; 7. Flap mechanism; 71. Flap member; 72. Angle limiting member; 8. Lock rail stop; 9. Cover plate; 10. Handle. Detailed implementation manners

[0020] The following will describe in detail the embodiments of the present invention with reference to the accompanying drawings. However, the present invention can be implemented in many different ways defined and covered by the following.

[0021] The following will be further described in detail with reference to the attached Figures 1-7 This application will be further described in detail.

[0022] The embodiments of this application disclose a dragging device for the diversion system of a turboprop engine test stand.

[0023] Referring to Figure 1 , this embodiment provides a dragging device for the diversion system of a turboprop engine test stand, which is applicable to the ground test scenario of high-power turboprop engines, used to carry the diversion ring and move it to the test position, and at the same time realize the precise adjustment of the center line height of the diversion device, so as to meet the diversion requirements under different types of engines or different test conditions. Through this device, the diversion ring can move smoothly on the guide rail and achieve quick locking and stable support at the target position, improving the layout flexibility, adjustment accuracy and repeat positioning ability of the test device.

[0024] Referring to Figure 1 and Figure 2, the drag device of the guiding system for the turboprop engine test stand mainly includes a mounting seat 1, a wheel set 2, a guide rail, a driving mechanism 3, a rail locking mechanism 4, a guiding ring mounting frame 5, a height adjustment assembly 6, etc. All components are integrally arranged in terms of structure. The mounting seat 1 is the main carrier, equipped with a wheel set 2 that cooperates with the ground guide rail to achieve guiding and limiting; the driving mechanism 3 is arranged on the mounting seat 1 and is used to drive the device to move in the direction of the guide rail; the rail locking mechanism 4 is used to lock and fix the device at a specified position to prevent deviation during the test; the guiding ring mounting frame 5 is used to install the guiding device; a height adjustment assembly 6 is arranged between the mounting seat 1 and the guiding ring mounting frame 5, and the mounting height of the guiding ring is changed by adjusting the wedge-shaped structure to achieve alignment with the center line of the test stand. Each functional component cooperates with each other, enabling the device to have comprehensive performances such as adjustable height, controllable movement, precise locking, and stable load bearing, and can meet the safety and precise positioning requirements of the guiding system in a high air flow environment.

[0025] The mounting seat 1 in this embodiment is the basic load-bearing structure of the drag device of the guiding system. Its overall structure is a trapezoidal three-dimensional shape with a smaller upper part and a larger lower part, that is, the upper plane of the mounting seat 1 is relatively small, while the lower base plane is wider, forming a wide-bottom center-of-gravity structure. This structure can provide good structural stiffness and torsional strength on the one hand, and effectively improve the anti-overturning ability of the device in a high air flow impact environment on the other hand, especially suitable for the large-scale shock waves and eddy current disturbance loads generated during the high-flow test of the turboprop engine.

[0026] Refer to Figure 2 , the internal of the mounting seat 1 adopts a skeleton support structure design, specifically including a mounting seat skeleton one, a mounting seat skeleton two, and a transverse strengthening beam connecting the two, forming a longitudinal and transverse rigid skeleton framework, which can structurally withstand the gravity load of the guiding ring, aerodynamic impact, and the reaction force transmitted to the ground. The bottom of the mounting seat 1 is provided with a mounting groove for installing the wheel set 2 and a mounting interface for the rail locking mechanism 4, and the top is provided with a positioning platform and connection holes for installing the height adjustment assembly 6 and the guiding ring mounting frame 5.

[0027] The wheel set 2 is a key component for the mounting seat 1 to achieve the function of moving along the guide rail. Each wheel adopts a high-strength wear-resistant roller structure and is assembled at the bottom of the mounting seat 1 through bearing support. According to the length and center-of-gravity distribution of the mounting seat 1, the wheel set 2 is usually arranged as a multi-wheel structure with bilateral symmetry to bear the weight of the entire device and balance the front and rear partial loads.

[0028] The lower rollers of the wheel set 2 are directly pressed against the surface of the ground guide rail. A V-shaped or U-shaped limiting structure is used in cooperation between the wheels and the guide rail, which can effectively achieve the linear guiding movement of the wheels along the guide rail direction, and at the same time prevent the dragging device from experiencing lateral slip. The guide rail can be realized in an embedded laying or ground installation method according to the layout of the test workshop floor. The material selection of the rolling surface of the wheels and the guide rail should meet the requirements of pressure resistance, wear resistance, and impact resistance to ensure low wear and low noise performance during the long-term operation of the device. The wheel set 2 not only provides a smooth and low-resistance moving performance but also realizes precise positioning through linkage with the electrical control system. After the dragging device moves to the target position, it cooperates with the rail locking mechanism 4 to complete position locking. This structure not only ensures the precise alignment of the diversion device but also improves the reliability and safety of the entire system during the test process.

[0029] Refer to Figure 3 , in this embodiment, the diversion ring mounting bracket 5 is installed on the top of the mounting seat 1 and is used to carry and position the diversion ring assembly. The overall mounting bracket adopts a rigid welded structure, and its structural dimensions match the diversion ring interface, which can ensure that the diversion device does not shift or deform under high air flow conditions. A fixed surface or connection plate connected to the height adjustment component 6 is provided at the lower part of the mounting bracket and is fixedly connected to the top plate 62 of the height adjustment component 6 through bolts, thereby realizing vertical connection and force transfer in terms of structure. The diversion ring mounting bracket 5 not only provides an installation interface but also is provided with holes for adjusting and fixing auxiliary structures, such as installation screw holes, positioning grooves, limit plates, etc., which can adapt to different models or sizes of diversion rings and improve the applicability and versatility of the device.

[0030] To solve the problem that the height of the dragging device of the existing diversion system is not adjustable or the adjustment is cumbersome, a height adjustment component 6 is provided between the mounting seat 1 and the diversion ring mounting bracket 5 of this device. The height adjustment component 6 adopts a wedge block structure to achieve adjustable center line height and includes a wedge block component and a mounting bracket support 61. The height adjustment component 6 is installed between the top of the mounting seat 1 and the bottom of the diversion ring mounting bracket 5, and can achieve a small, precise, and high-rigidity height adjustment without changing the overall frame height, adapt to the center line height of different models of turboprop engines, and improve the adaptation ability of the diversion system.

[0031] Refer to Figure 4, the wedge block assembly from top to bottom sequentially includes a top plate 62, a first wedge block 63, a second wedge block 64, and a bottom plate 65, forming a multi-layer sandwich structure. Among them, the top plate 62 is fixedly connected to the guide vane ring mounting bracket 5 by bolts or welding; the bottom plate 65 is fixedly connected to the upper surface of the mounting seat 1 by bolts or welding; there are mutually cooperating inclined contact surfaces between the first wedge block 63 and the second wedge block 64, and the contact surface angle is α, for example, 6° to 10°, ensuring that the height change during sliding is linearly controlled; a row of through holes distributed along the sliding direction is provided in the middle of the first wedge block and the second wedge block, and at positions corresponding to the bolt holes on the top plate and the bottom plate, a number of bolt holes with matching dimensions are provided, and locking bolts are commonly inserted into the bolt holes and the through holes.

[0032] The height adjustment of the wedge block assembly is achieved by the relative sliding between the upper and lower wedge blocks with inclined contact surfaces: when the first wedge block 63 and the second wedge block 64 move relative to each other along the sliding direction, due to their inclined angle α (such as 6° to 10°), the superimposed height between the two blocks changes linearly, thereby driving the overall lifting and lowering of the top plate 62 and the guide vane ring mounting bracket 5, realizing the precise height adjustment of the guiding device. After the adjustment is completed, it is clamped and locked by the locking bolts inserted through the top plate 62, the wedge blocks, and the bottom plate 65 to prevent position deviation. The advantages of this structure are that the adjustment process is continuously controllable, suitable for micro-height correction; the structure is compact and the installation space is small; through the cooperation of the oblong hole design, it has both adjustment flexibility and locking reliability, and can efficiently complete the rapid adjustment of the center line height of the test bench without disassembling the guiding device, significantly improving the test preparation efficiency and adaptability.

[0033] Refer to Figure 5 , to ensure that the dragging device can smoothly pass through the protective cover plate 9 provided on the ground guide rail during the movement process, and avoid wheel interference, guide rail damage, or device jamming caused by the occlusion of the cover plate 9, in this embodiment, flap mechanisms 7 are provided at both ends of the mounting seat 1 of the dragging device, that is, at the front end and the rear end along the moving direction of the guide rail. The flap mechanism 7 is designed through a mechanical structure to automatically lift the track cover plate 9 in front along the path when the dragging device advances. After the device passes, the cover plate 9 automatically falls back to its original position by its own gravity, restoring the ground continuity. This structure not only avoids the cumbersome manual cover-lifting operation but also significantly improves the passing safety and automation degree of the guide rail section, and is applicable to the track layout scenarios in closed or semi-closed test benches. The flap mechanism 7 includes a flap member 71. One end of the flap member 71 is correspondingly arranged with the end face of the mounting seat 1 and is used to insert into the bottom of the flap. The other end of the flap member 71 has a gradually increasing height, which is used to guide the cover plate 9 to slide upward along the surface of the flap member 71 to open the cover plate 9.

[0034] During the forward movement of the dragging device along the guide rail, the flap member 71 will push the free end of the flap upward to rotate. The flap will lift the track cover plate 9 by a certain angle through its own arc-shaped curved surface, so as to complete the lifting action of the track cover plate 9 before the front wheel enters, forming a continuous roller channel.

[0035] After the flap movement ends, the device continues to move and leaves this section of the area. The flap resets around the rotation point under the action of gravity, causing the track cover plate 9 to fall back naturally. No external power source is required during the whole process, and the operation is simple and the response is fast. To prevent the flap from causing the track cover plate 9 to tilt, fall off or mechanical interference due to air flow impact or excessive rotation, the flap mechanism 7 is also provided with an angle limiter 72. The limiter is located at the end position of the flap rotation path and is used to limit the maximum angle of the flap lifting.

[0036] The angle limiter 72 is preferably a hook-shaped structure and is arranged opposite to the free end of the flap. When the flap rotates to the preset angle, its free end contacts and is hooked by the limit hook, thereby preventing the flap from continuing to rotate and avoiding problems such as excessive flipping or jamming the track cover plate 9. This limiting method has a simple structure and reliable action, and is especially suitable for the test bench environment with high air flow disturbance or high risk of mechanical interference, ensuring that the flap movement is within the safe control range and will not cause damage to the structure of the cover plate 9 or the guide rail boundary.

[0037] Refer to Figure 7 , in order to ensure that the dragging device can be reliably locked and resist the high air flow disturbing force and the inertia force of the device body after reaching the test position, in this embodiment, a plurality of track locking mechanisms 4 are arranged on the skeleton structures on both sides of the mounting seat 1 for fixing the dragging device on the ground guide rail to prevent it from shifting or vibrating and slipping during the test. Specifically, the mounting seat 1 includes a mounting seat skeleton one, a mounting seat skeleton two and a cross beam connecting the two. The track locking mechanisms 4 are respectively arranged at the front end and the rear end of the skeleton one and the skeleton two, that is, at both ends in the guide rail direction, forming a symmetrically distributed four-point clamping structure. Each track locking mechanism 4 includes two track locking blocks 8, which are respectively arranged on the left and right sides of the guide rail and are used to provide a lateral clamping force, so as to realize the multi-point synchronous constraint of the mounting seat 1 on the guide rail.

[0038] When the device is affected by aerodynamic impact or external load, this structure can limit its translational, pitching and torsional degrees of freedom from multiple directions, forming a highly stable clamping state, ensuring that the device is in a working state without displacement, inclination and oscillation during the test.

[0039] The two locking rail blocks 8 in each set of locking rail mechanisms 4 are installed on the outside of the mounting seat framework through a lateral guiding structure and can move in a direction perpendicular to the guide rail. Its driving methods include: Electric driving method: Under standard working conditions, the motor drives to drive the gear, lead screw or connecting rod mechanism, so that the locking rail block 8 moves inwards and presses against the side wall of the guide rail to complete the clamping; Manual driving method: In the event of a power outage, failure or maintenance, the locking rail block 8 can be directly driven by the handle 10 for locking or releasing operations, improving emergency controllability. A pressure head or cushion block is provided at the front end of the locking rail block 8 for fitting with the side wall of the guide rail, and during the clamping process, while ensuring the clamping force, the surface of the track is prevented from being scratched.

[0040] To achieve real-time monitoring and safety prompting of the locked state, the locking rail mechanism 4 is also equipped with a position sensor and an audible and visual alarm. When the block successfully clamps the guide rail, the position sensor outputs a feedback signal, which is recognized by the control system and triggers the audible and visual alarm, indicating that the locking of the rail is completed and allowing the test to enter the next operation process.

[0041] The dragging device in this embodiment is equipped with an electrical control system for realizing functions such as driving movement, locking rail action, status feedback and safety interlock. The control system includes: a control cabinet, a control unit of the driving mechanism 3, a control unit of the locking rail mechanism 4, a position sensor, a limit switch, an audible and visual alarm, an operation panel or a remote control interface. To prevent the dragging device from operating in a non-safe state, an interlock logic is set between the control system and the lifting platform system of the test bench. Before moving the dragging device, the system first detects whether the lifting platform is in a non-interfering position, that is, not on the path of the dragging device. If the lifting platform has not returned to its position, the system automatically prohibits the driving mechanism 3 from operating through the interlock logic and issues a locking prompt on the control panel or the test operation system. When the state of the lifting platform meets the requirements, the system releases the interlock and allows the dragging device to perform the driving or locking rail action.

[0042] After the interlock is released, the operator can start the driving mechanism 3 through the local operation button or the remote control interface, driving the dragging device to move along the ground guide rail. During the movement of the dragging device, the wheel set 2 and the guide rail cooperate to form a linear guide, and the driving mechanism 3 realizes forward, backward, slow alignment or fine adjustment operations according to the input parameters. During the movement of the dragging device, the travel boundary can be detected by the limiter set at the end of the track to prevent mis-collision and over-limit. When the diversion device moves to the target test position corresponding to the propeller rotation plane, the operator can trigger the locking rail operation. The system controls the driving motor in the locking rail mechanism 4 to drive the locking rail block 8 to move in the lateral clamping direction, clamping both sides of the guide rail to complete the locking.

[0043] After the rail locking action is completed, the position sensor installed in the rail locking mechanism 4 outputs a signal indicating that the clamping is in place, which is fed back to the control system. If all rail locking points feedback the "locking completed" status, the system will prompt the locking completion through an audible and visual alarm, allowing the test system to enter the ignition preparation stage. To ensure safety, the rail locking system is equipped with a normally closed contact protection. Once the rail locking is not completed or released midway, the system automatically prohibits the engine ignition operation. At the same time, the system has a self-diagnosis function. When the sensor is damaged or there is no feedback, it is automatically determined that the locking fails and an alarm is prompted.

[0044] After the test is completed, the operator can remotely or locally trigger the "unlock" command. The control system drives the motor to rotate in the reverse direction, releasing the rail locking block 8 to complete the detachment action. Subsequently, the dragging device can continue to be driven by the driving mechanism 3 and move to the front area of the test stand to create space for the loading and unloading of the engine or propeller.

[0045] The control method of the dragging device of the flow guiding system of the turboprop engine test stand is summarized as follows: S1. Confirm whether the lifting platform is on the path of the dragging device. If the lifting platform is on the path of the dragging device, the movement of the dragging device is prohibited through the interlock mechanism and a prompt is given in the operating system; if the lifting platform is not on the path of the dragging device, the interlock is released, and the electrical control system is remotely or locally operated to start the driving mechanism 3 to move the flow guiding device along the guide rail to the target test position. S2. After the dragging device drives the flow guiding device to move to the position corresponding to the propeller rotation plane, start the rail locking mechanism 4, and use the driving motor to clamp the rail locking block 8 to the guide rail to achieve braking, self-locking, and limiting. S3. After the rail locking is completed, the normally closed contact triggers an audible and visual alarm to indicate the locking completion, and the rail locking status is confirmed through the position sensor. S4. Conduct the engine ignition test in the rail locking state, and keep the flow guiding device stable during the high air flow impact process. S5. After the test is completed, release the rail locking, and move the flow guiding device to the front area of the test stand to facilitate the loading and unloading of the engine or propeller.

[0046] This control method tightly integrates the movement, locking, and test process of the dragging device into the electrical control system, constructing a closed-loop control logic based on safety interlocking and status feedback, effectively ensuring the positioning accuracy and operation safety of the diversion system during the test run of the turboprop engine. Specifically, before the dragging device starts, the system first detects whether the lifting platform is on the movement path. If there is a risk of interference, the drive action is automatically prohibited through the interlocking mechanism and a prompt is issued to avoid equipment collisions or accidental impacts; after the interlock is released, the operator can remotely or locally start the drive mechanism 3 to make the dragging device accurately move along the guide rail to the target test position in front of the propeller rotation plane; after arriving, start the rail locking mechanism 4, and clamp the guide rail through the electrically driven rail locking block 8 to achieve self-locking positioning and have a braking function. After the locking is completed, the normally closed contact and the position sensor jointly trigger the audible and visual alarm system to prompt the successful locking and feedback to the control system to ensure that the system only allows the engine to enter the ignition stage when the locked state is confirmed. In the high air flow impact environment, this locked rail state can effectively maintain the position stability of the diversion device, prevent it from shifting due to impact force or vibration, and ensure the reliability of test data and the structural safety of the equipment. After the test, release the rail lock, release the clamping, and move the diversion device to the front end of the test bench to facilitate the loading and unloading of the engine or propeller, forming a complete preparation - locking - test - reset closed-loop process. The advantages of this method are that the operation process is standardized, the control links are automated, and the safety mechanisms are redundantly multiple. It can be remotely controlled or locally manually operated, which not only improves the operation efficiency of the system but also significantly enhances the safety and reliability of the entire test process, and is suitable for high-intensity and high-frequency aviation engine test environments.

[0047] To verify the load-bearing performance and operation stability of the diversion system dragging device of this embodiment in the locked rail state, especially whether it can maintain structural stability and reliable locking under the test conditions of high air flow and high thrust of the engine, a traction test under simulated external axial load conditions was carried out on the device during the implementation process.

[0048] The test was carried out after the dragging device moved to the test position and the rail locking mechanism 4 was locked. The specific method is as follows: Use an external tractor to connect the front and rear ends of the dragging device respectively, and apply simulated axial tension to both ends of the device through the connecting member; the direction of the tension force is consistent with the direction of the guide rail to simulate the axial reaction force received by the diversion device during engine operation; gradually load the tension to the design limit condition, and the specific value depends on the actual system matching situation, such as deduced based on the reaction force generated by the maximum air flow impact of the engine, and at the same time record the micro-displacement situation of the device during the loading process, the clamping state of the rail locking mechanism 4, and the feedback signal of the position sensor. This test was carried out in the state of not being powered on for ignition, which has repeatability and safety, and is convenient for multi-round verification and system debugging.

[0049] During the test, the locking rail block 8 remained in a clamped state. Under the action of bidirectional tensile forces, the dragging device did not show displacement, yaw, slip or structural loosening. The position sensor continuously fed back "locking state maintained", and the acoustic and optical alarm did not trigger any abnormal prompts. The limit device at the propeller end remained stable throughout the test without overtravel or interference; the wheel set 2 was in good cooperation with the guide rail, and no side shift of the rail or derailment of the rail wheel was observed. The above results indicate that: under the design load conditions, the locking rail structure of this device can stably bear the axial tensile impact and ensure that the guiding device remains highly stable and structurally intact under high air flow disturbances and drastic changes in engine operating conditions.

[0050] To prevent the dragging device from exceeding the track travel range due to control failure, misoperation or system lag during movement, and even colliding with the boundary equipment of the test bench, in this embodiment, limit component assemblies are respectively arranged at both ends of the guide rail to form an overtravel protection mechanism. The limiters are arranged on the ground structure or the track base at the end of the guide rail, and specifically include: a travel limit stop block: a rigid limit component that forms a forced stop boundary in the physical position; a position detection device: preferably a proximity switch or a limit switch, arranged in the adjacent area of the stop block, used to sense whether the dragging device is approaching the boundary; a signal feedback interface: connecting the detection signal to the main control system to implement the closed-loop control logic of "position signal - system response". The limiters at both ends of the guide rail are symmetrically arranged, corresponding to the starting end (usually the position for loading and unloading the guide ring) and the ending end (corresponding to the engine propeller rotation plane) of the dragging device operation respectively, covering all movable travel boundaries.

[0051] During the normal movement of the device, if the dragging device approaches the end of the guide rail, the limiter will be triggered first: the detection device outputs an "approaching" signal; after the control system receives this signal, it immediately decelerates or stops the driving mechanism 3 from running; if the limiter is fully triggered, the system locks and issues an alarm prompt to prevent further movement. In addition, during system debugging or operation in non-automatic mode, the limiter still serves as a physical safety redundancy at the hardware level. Even if the control system has a delay or fails, the rigid stop block can physically block the dragging device from overtraveling, thus avoiding equipment damage or personal injury. In this embodiment, in addition to setting electrical limiters, a mechanical blocking baffle can be further arranged at the engine propeller rotation plane end, and this baffle is arranged corresponding to the contact surface of the bottom of the mounting seat 1 or the guide ring mounting bracket 5.

[0052] When the dragging device moves to the extreme limit, if it fails to decelerate in time due to sensor failure or external factors, the mechanical baffle will come into contact with the device and prevent further advancement through a structural forced braking method, constituting a physical redundancy protection. This combined mechanism constitutes a double-layer overtravel protection structure of "electrical limit first, mechanical stop at the bottom", significantly improving the overall fault resistance and safety redundancy level of the system.

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

Claims

1. A drag device for the flow guiding system of a turboprop engine test stand, characterized in that Comprising: A mounting base (1), serving as a bearing platform; A wheel set (2), mounted on the bottom of the mounting base (1) and placed on a ground guide rail to achieve limited movement; A driving mechanism (3), arranged on the mounting base (1) for driving the mounting base (1) to move along the guide rail direction; A rail locking mechanism (4), arranged on the mounting base (1) for locking the mounting base (1) on the guide rail during the test; A deflector ring mounting bracket (5), arranged on the mounting base (1) for mounting a deflector ring; A height adjustment assembly (6), arranged between the mounting base (1) and the deflector ring mounting bracket (5), including a wedge block assembly and a mounting bracket support (61), for adjusting the center line height of the deflector device in the test workshop, wherein the wedge block assembly realizes height adjustment through relative sliding.

2. The drag device for the deflector system of a turboprop engine test stand according to claim 1, characterized in that: The wedge block assembly includes a top plate (62), a first wedge block (63), a second wedge block (64), and a bottom plate (65) arranged in sequence from top to bottom; The top plate (62) is fixedly connected to the deflector ring mounting bracket (5), and the bottom plate (65) is fixedly connected to the mounting base (1); An inclined contact surface for mutual cooperation is arranged between the first wedge block (63) and the second wedge block (64) for realizing height adjustment between the top plate (62) and the bottom plate (65) through relative sliding; A row of through holes distributed along the sliding direction is arranged in the middle of the first wedge block (63) and the second wedge block (64), and at positions corresponding to the through holes on the top plate (62) and the bottom plate (65), a number of bolt holes with matching dimensions are provided, and locking bolts are commonly inserted into the bolt holes and the through holes.

3. The drag device for the deflector system of a turboprop engine test stand according to claim 1, characterized in that: It further includes a flap mechanism (7), and the flap mechanism (7) is arranged at both ends of the mounting base (1) along the moving direction. The flap mechanism (7) is used for lifting the cover plate (9) covering the track when the mounting base (1) moves along the guide rail to form a roller channel.

4. The drag device for the deflector system of a turboprop engine test stand according to claim 3, characterized in that: The flap mechanism (7) includes a flap member (71). One end of the flap member (71) is correspondingly arranged with the end face of the mounting base (1) for inserting into the bottom of the flap. The other end of the flap member (71) has a gradually increasing height for guiding the cover plate (9) to slide upward along the surface of the flap member (71) to open the cover plate (9).

5. The drag device for the deflector system of a turboprop engine test stand according to claim 4, characterized in that: The flap mechanism (7) further includes an angle limiting member (72). The angle limiting member (72) is a hook-shaped structure. The angle limiting member (72) is arranged at the end of the flap rotation path. The angle limiting member (72) is used for contacting and hooking the end of the flap away from the rotation center when the flap is lifted to a preset angle, thereby restricting the flap from continuing to rotate.

6. The drag device for the deflector system of a turboprop engine test stand according to claim 1, characterized in that: The mounting base (1) includes a first mounting base framework, a second mounting base framework, and a cross beam connecting the first and second mounting base frameworks. Lock rail mechanisms (4) are respectively arranged at both ends of the first and second mounting base frameworks, and each lock rail mechanism (4) includes two lock rail stoppers (8) for clamping the rail.

7. The drag device of the flow guiding system of a turboprop engine test stand according to claim 6, characterized in that: The lock rail stopper (8) performs a clamping action controlled by a handle (10) or a driving motor.

8. A control method for a drag device of a guiding system of a turboprop engine test stand, which is used for the drag device of the guiding system of a turboprop engine test stand according to any one of claims 1-7, characterized in that, It includes the following steps: S1. Confirm whether the lifting platform is on the path of the drag device. If the lifting platform is on the path of the drag device, the movement of the drag device is prohibited through an interlock mechanism and a prompt is given in the operating system; If the lifting platform is not on the path of the drag device, the interlock is released, and the electrical control system is remotely or locally operated to start the driving mechanism (3) to move the flow guiding device along the rail direction to the target test position; S2. After the drag device drives the flow guiding device to move to the position corresponding to the propeller rotation plane, start the lock rail mechanism (4), and use the driving motor to clamp the rail with the lock rail stopper (8) to achieve braking, self-locking, and limiting; S3. After the lock rail is completed, the normally closed contact triggers an audible and visual alarm to indicate that the locking is completed, and the lock rail state is confirmed through a position sensor; S4. Conduct an engine ignition test in the locked rail state, and keep the flow guiding device stable during the high air flow impact process; S5. After the test is completed, release the lock rail and move the flow guiding device to the front end area of the test stand to facilitate the engine or propeller to be lifted onto or off the stand.

9. The control method of the drag device of the flow guiding system of a turboprop engine test stand according to claim 8, characterized in that: Before step S4, a load-bearing test step is further included, and the load-bearing test step includes: After the lock rail mechanism (4) is locked, an external traction test is carried out to verify the load-bearing capacity of the drag device in the axial direction. It is tested and confirmed that the drag device maintains structural stability during the dragging process, and the lock rail mechanism (4) does not slip or release.

10. The control method of the drag device of the flow guiding system of a turboprop engine test stand according to claim 9, characterized in that: During the movement of the drag device, displacement detection and limit protection are carried out through limiters arranged at both ends of the rail.

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