Aircraft engine blade profile detection equipment

Abstract

The invention relates to the field of engine blade detection, in particular to aero-engine blade profile detection equipment which comprises a detection adjusting support, the upper portion of the detection adjusting support is movably connected with a supporting frame, and the middle of the supporting frame is slidably connected with a detector shell. The middle position of the bottom of the detector shell is fixedly connected with a detection probe. The aero-engine blade profile detection device is composed of a transmission switching mechanism and a triggering mechanism. In the process that the detector shell carries the detection probe to carry out detection on the top surface of the engine blade, when the detection probe is about to move to the edge of the engine blade, the trigger mechanism and the transmission mechanism are matched for transmission, so that the transmission mechanism drives the transmission switching mechanism to operate, and the moving direction of the detector shell is automatically switched; the situation that the detection probe needs to be positioned again after leaving the top face position of the engine blade is avoided, and therefore the detection efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the field of engine blade detection, and specifically to a detection device for the profile of an aeroengine blade. Background Art

[0002] An aeroengine is a thermal machine that provides power for an aircraft. To ensure the performance and safety of the engine during use, the detection of engine blades is crucial. Generally, a coordinate measuring machine is used to detect and evaluate the quality of engine blades.

[0003] The existing patent (Publication No.: CN117606327B) discloses a detection device for the profile of an aeroengine blade, including a coordinate measuring machine main body and a probe ball. A wire is fixedly connected to the outside of the probe ball. In the process of implementing this solution, the following problems in the prior art are found to have not been well solved: 1. During the use of this engine blade detection device, it is difficult to timely switch the moving direction of the detection probe when the detection probe moves to the edge of the engine blade contour. Usually, in order to make the detection probe move along the trajectory of the arc surface of the engine blade, the detection probe can automatically extend and retract. When the detection probe leaves the edge of the engine blade contour, after the detection probe automatically extends, it is necessary to readjust the height so that the height of the detection probe falls on the engine blade surface again for detection. Even if this process is realized numerically controlled, a large amount of detection probe adjustment time is added during the entire detection process, affecting the detection efficiency. Summary of the Invention

[0004] The purpose of the present invention is to provide a detection device for the profile of an aeroengine blade to solve the problems raised in the above background art: 1. During the use of some existing engine blade detection devices, it is difficult to automatically switch the direction of the detection probe, resulting in low detection efficiency. To achieve the above purpose, the present invention provides the following technical solution: A detection device for the profile of an aeroengine blade, including: A detection and adjustment support, the upper part of the detection and adjustment support is movably connected with a support frame, the middle part of the support frame is slidably connected with a detector housing, and a detection probe is fixedly connected to the middle position of the bottom of the detector housing; It further includes: A driving mechanism, the driving mechanism is movably installed between the inside of the detector housing and the support frame, and a transmission switching mechanism that cooperates with the driving mechanism is movably connected to the inside of the detector housing. The transmission switching mechanism is used for switching the moving direction of the detector housing; The lower part of the detector housing is movably connected with a triggering mechanism that cooperates with the driving mechanism. During the operation of the triggering mechanism, it cooperates with the driving mechanism to drive the transmission switching mechanism to operate.

[0005] Preferably, the driving mechanism includes a double-sided toothed plate, which is horizontally fixedly connected to the middle position of the front side of the support frame. A driving motor is fixedly connected to the top of the detector housing. A transmission slot is provided inside the detector housing, and the upper part of the transmission slot penetrates through the rear side of the detector housing. A transmission rod is rotatably connected inside the transmission slot, and the top of the transmission rod is fixedly connected to the rotating end of the driving motor.

[0006] Preferably, the transmission switching mechanism includes an adjusting cylinder, which is slidably connected to the upper part of the transmission rod. End face toothed rings are symmetrically and fixedly sleeved on the outer ring of the adjusting cylinder, and the two end face toothed rings are respectively arranged at the top and bottom positions of the double-sided toothed plate. A vertical slot matching the transmission slot is provided on the front side of the detector housing. A connecting bearing is fixedly sleeved on the lower part of the outer ring of the adjusting cylinder, and an adjusting pin is fixedly connected to the outer ring of the connecting bearing. The adjusting pin is slidably connected inside the vertical slot; An adjusting plate is slidably connected to the outer wall of the detector housing, and an inclined slot is provided on the surface of the adjusting plate. One end of the adjusting pin away from the connecting bearing is slidably connected inside the inclined slot; A lever is rotatably connected to the outer wall of the detector housing. One end of the lever is hinged to the bottom of the adjusting plate. A limiting rod is rotatably connected to the lower part of the outer wall of the detector housing, and one end of the limiting rod is hinged to the other end of the lever. A limiting ring matching the lever is movably sleeved on the surface of the limiting rod, and a limiting spring is movably connected between the surface of the limiting ring and the middle part of the limiting rod.

[0007] Preferably, four positioning slots are equidistantly arranged along the circumference on the surface of the transmission rod, and positioning blocks are fixedly connected to the four sides of the inner wall of the adjusting cylinder. The four positioning blocks are respectively slidably connected inside the four positioning slots.

[0008] Preferably, a main groove is provided at one end of the lever, and main waist-shaped grooves are provided on both sides of the inner wall of the main groove. A hinge block is fixedly connected to the bottom of the adjusting plate, and the adjusting plate is slidably installed inside the main waist-shaped groove through the hinge block; A secondary groove is provided at the other end of the lever, and a hinge pin is fixedly connected between the two sides of the inner wall of the secondary groove. A through slot is provided on the side of the limiting rod close to the lever, and the middle part of the hinge pin is slidably connected inside the through slot.

[0009] Preferably, the triggering mechanism includes two movable slots, which are symmetrically arranged on both sides of the inner wall of the transmission slot. A main bevel gear is fixedly sleeved on the lower part of the transmission rod. A movable rod is vertically slidably connected inside the movable slot, and a secondary bevel gear matching the main bevel gear is fixedly sleeved on the top of the movable rod. A synchronous gear is installed on the upper part of the movable rod; A T-shaped groove is formed in the lower part of the front side of the detector housing. The T-shaped groove is arranged through the two moving grooves. Two cross bars are symmetrically and slidably connected inside the T-shaped groove. A synchronous rack that cooperates with the synchronous gear is fixedly connected to the rear end of the cross bar. A compression spring is fixedly connected between the middle parts of the two cross bars. An arc-shaped push plate that cooperates with the lever is fixedly connected to the front end of the cross bar. Reset grooves that cooperate with the moving grooves are symmetrically formed in the lower part of the inner wall of the detector housing. The bottom of the moving rod extends into the corresponding reset groove. A trigger rod is rotatably connected to the bottom of the moving rod. A reset spring is fixedly connected between the top of the trigger rod and the inner top surface of the reset groove. The trigger rod is movably inserted through the bottom position of the detector housing.

[0010] Preferably, the cross section of the trigger rod is rectangular. The lower parts of the opposite sides of the two trigger rods are beveled. The bottom of the trigger rod is flush with the bottom of the detection probe. An installation bearing is fixedly connected to the top of the trigger rod. The bottom of the moving rod is fixedly connected to the inner ring of the installation bearing. The surface of the moving rod and the inner ring of the synchronous gear are fixedly connected through a friction coupling.

[0011] Preferably, the distance from the secondary bevel gear to the primary bevel gear is the same as the distance from the synchronous gear to the synchronous rack. The height of the moving groove is set to be twice the distance from the secondary bevel gear to the primary bevel gear.

[0012] Preferably, guide rods are symmetrically and fixedly connected to the surface of the support frame. The two guide rods are symmetrically arranged with respect to the double-sided toothed plate. Guide blocks are symmetrically and fixedly connected to the rear side of the detector housing. The two guide blocks are respectively slidably connected to the surfaces of the two guide rods. An electric push rod is fixedly connected to the right side of the support frame. The support frame and the detector housing are horizontally fine-tuned by the electric push rod.

[0013] Compared with the prior art, the beneficial effects of the present invention are as follows: In the present invention, through the cooperation of components such as the detector housing, the transmission switching mechanism, and the trigger mechanism, when the detector housing drives the detection probe to detect on the top surface of the engine blade, when the detection probe is about to move to the edge of the engine blade, the trigger mechanism and the transmission mechanism cooperate to drive, so that the transmission mechanism drives the transmission switching mechanism to operate, automatically switching the moving direction of the detector housing, avoiding the need to reposition the detection probe after the detection probe leaves the top surface of the engine blade, thereby improving the detection efficiency.

[0014] In the present invention, through the coordinated use of components such as a detector housing, a driving mechanism, and a triggering mechanism, when both triggering rods at the lower part of the detector housing leave the top surface position of the engine blade, the triggering mechanism and the driving mechanism cooperate to drive, causing the two arc-shaped push plates to move relative to each other and pressing the lever into a vertical state. At this time, both end face gear rings no longer mesh and drive with the double-sided tooth plate, enabling the detector housing to stop moving in a timely manner after the detection probe completes the detection of the top surface of the engine blade, avoiding potential safety hazards caused by the continued operation of the detection equipment.

[0015] In the present invention, through the coordinated use of components such as a detector housing, a driving mechanism, and a transmission switching mechanism, during the cooperative operation of the triggering mechanism and the driving mechanism, the transmission switching mechanism can be automatically driven when the detection probe is about to leave the top surface position of the engine blade, enabling the detector housing to drive the detection probe to detect engine blades of different widths without the need to separately adjust the distance of the lateral movement trajectory of the detector housing, thus improving the operation convenience. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a side view of the position of the support frame and the detector housing of the present invention; Figure 2 For the present invention Figure 1 is an enlarged view of the structure at A in; Figure 3 is a side sectional view of a partial position of the detector housing and the transmission slot of the present invention; Figure 4 is a side sectional view of a partial position of the detector housing and the T-shaped slot of the present invention; Figure 5 is a sectional view of a partial position of the lever and the limiting rod of the present invention; Figure 6 is a side view of a partial position of the detector housing and the vertical slot of the present invention; Figure 7 is a side sectional view of a partial position of the adjusting cylinder and the connecting bearing of the present invention; Figure 8 is a rear view of a partial position of the double-sided tooth plate and the detector housing of the present invention.

[0017] In the figure: 1. Detection and adjustment support; 2. Support frame; 3. Detector housing; 4. Detection probe; 5. Driving mechanism; 501. Double-sided toothed plate; 502. Transmission motor; 503. Transmission groove; 504. Transmission rod; 6. Transmission switching mechanism; 601. Adjusting cylinder; 602. End face toothed ring; 603. Vertical groove; 604. Connecting bearing; 605. Adjusting pin; 606. Adjusting plate; 607. Inclined groove; 608. Lever; 609. Limiting rod; 610. Limiting ring; 611. Limiting spring; 7. Trigger mechanism; 701. Movable groove; 702. Main bevel gear; 703. Movable rod; 704. Driven bevel gear; 705. Synchronous gear; 706. T-shaped groove; 707. Cross bar; 708. Synchronous rack; 709. Compression spring; 710. Arc-shaped push plate; 711. Reset groove; 712. Trigger rod; 713. Reset spring. Detailed implementation mode

[0018] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the protection scope of the present invention.

[0019] Please refer to Figures 1 to 8 , the present invention provides a technical solution: an aero-engine blade profile detection device, including: The detection and adjustment support 1, the upper part of the detection and adjustment support 1 is movably connected with the support frame 2, the middle part of the support frame 2 is slidably connected with the detector housing 3, and the middle position of the bottom of the detector housing 3 is fixedly connected with the detection probe 4. It should be noted that: a detection recorder is fixedly connected to the right side of the detection and adjustment support 1, and the detection probe 4 is electrically connected to the detection recorder, which can record the detection trajectory and results of the engine blade profile; the detection and adjustment support 1 can move up and down and back and forth with the support frame 2, and an engine blade fixture is installed at the middle position of the detection and adjustment support 1. Both the engine blade fixture and the detection and adjustment support 1 are prior arts and will not be described in detail here.

[0020] It also includes: The driving mechanism 5, the driving mechanism 5 is movably installed between the inside of the detector housing 3 and the support frame 2, and a transmission switching mechanism 6 that cooperates with the driving mechanism 5 is movably connected inside the detector housing 3. The transmission switching mechanism 6 is used to switch the moving direction of the detector housing 3.

[0021] The lower part of the detector housing 3 is movably connected with a trigger mechanism 7 that cooperates with the driving mechanism 5. During the operation of the trigger mechanism 7, it cooperates with the driving mechanism 5 to drive the transmission switching mechanism 6 to operate.

[0022] In this embodiment, as Figures 1 to 8 shown, the driving mechanism 5 includes a double-sided toothed plate 501. The double-sided toothed plate 501 is horizontally and fixedly connected to the middle position of the front side of the support frame 2. A driving motor 502 is fixedly connected to the top of the detector housing 3. A transmission groove 503 is provided inside the detector housing 3. The upper part of the transmission groove 503 penetrates through the rear side of the detector housing 3. A transmission rod 504 is rotatably connected inside the transmission groove 503. The top of the transmission rod 504 is fixedly connected to the rotating end of the driving motor 502. It should be noted that: a support bearing is fixedly connected between the bottom of the transmission rod 504 and the inner bottom surface of the transmission groove 503.

[0023] In this embodiment, as Figures 1 to 8 shown, the transmission switching mechanism 6 includes an adjusting cylinder 601. The adjusting cylinder 601 is slidably connected to the upper part of the transmission rod 504. Symmetrically fixed sleeve rings 602 are fixedly sleeved on the outer circumference of the adjusting cylinder 601. The two end face toothed rings 602 are respectively arranged at the top and bottom positions of the double-sided toothed plate 501. A vertical groove 603 matching the transmission groove 503 is provided on the front side of the detector housing 3. A connecting bearing 604 is fixedly sleeved on the lower part of the outer circumference of the adjusting cylinder 601. An adjusting pin 605 is fixedly connected to the outer circumference of the connecting bearing 604. The adjusting pin 605 is slidably connected inside the vertical groove 603. It should be noted that: when the adjusting pin 605 rises to the limit position inside the vertical groove 603, the end face toothed ring 602 at the lower position of the adjusting cylinder 601 meshes and drives with the bottom of the double-sided toothed plate 501. When the adjusting pin 605 moves down to the limit position inside the vertical groove 603, the end face toothed ring 602 at the upper position of the adjusting cylinder 601 meshes and drives with the top of the double-sided toothed plate 501.

[0024] An adjusting plate 606 is slidably connected to the outer wall of the detector housing 3. An inclined groove 607 is provided on the surface of the adjusting plate 606. The end of the adjusting pin 605 away from the connecting bearing 604 is slidably connected inside the inclined groove 607. It should be noted that: a sliding rod is fixedly connected to the outer wall of the detector housing 3. A sliding block is fixedly connected to the top of the adjusting plate 606. The adjusting plate 606 is slidably connected to the surface of the sliding rod through the sliding block. When the adjusting plate 606 slides left and right on the surface of the detector housing 3, during the sliding process of the inclined groove 607 and the adjusting pin 605, the adjusting pin 605 slides up and down inside the vertical groove 603.

[0025] The outer wall of the detector housing 3 is rotatably connected with a lever 608. One end of the lever 608 is hinged to the bottom of the adjusting plate 606. The lower part of the outer wall of the detector housing 3 is rotatably connected with a limiting rod 609. One end of the limiting rod 609 is hinged to the other end of the lever 608. The surface of the limiting rod 609 is movably sleeved with a limiting ring 610 that cooperates with the lever 608. A limiting spring 611 is movably connected between the surface of the limiting ring 610 and the middle part of the limiting rod 609. It should be noted that: the limiting spring 611 drives the limiting ring 610 to press against the other end position of the lever 608, effectively restricting the state of the lever 608 after deflection; and the length of the power arm of the lever 608 is set to three times the length of the resistance arm, ensuring the stability of the cooperation between the limiting spring 611 and the limiting ring 610 to restrict the state of the lever 608.

[0026] In this embodiment, as Figures 1 to 8 shown, four positioning grooves are equidistantly arranged along the circumference on the surface of the transmission rod 504. Positioning blocks are fixedly connected to the four circumferences of the inner wall of the adjusting cylinder 601. The four positioning blocks are respectively slidably connected inside the four positioning grooves. It should be noted that: through the cooperation of the positioning grooves and the positioning blocks, the transmission rod 504 can drive the adjusting cylinder 601 and the end face gear ring 602 to rotate synchronously during the rotation process, while the adjusting pin 605 will not rotate with the adjusting cylinder 601 under the action of the connecting bearing 604, avoiding interference.

[0027] In this embodiment, as Figures 1 to 8 shown, a main groove is opened at one end of the lever 608. Main waist-shaped grooves are opened on both sides of the inner wall of the main groove. A hinge block is fixedly connected to the bottom of the adjusting plate 606. The adjusting plate 606 is slidably installed inside the main waist-shaped groove through the hinge block. It should be noted that: through the sliding cooperation of the main waist-shaped groove and the hinge block, interference will not be formed between the lever and the hinge block during the deflection process of the lever.

[0028] A secondary groove is opened at the other end of the lever 608. A hinge pin is fixedly connected between the two sides of the inner wall of the secondary groove. A through groove is opened on the side of the limiting rod 609 close to the lever 608. The middle part of the hinge pin is slidably connected inside the through groove. It should be noted that: the width of the limiting rod 609 is set to 0.8 times the width of the secondary groove, and the limiting rod 609 is arranged in the middle position of the secondary groove. When the lever 608 deflects, the lever 608 drives the hinge pin to slide inside the through groove, avoiding interference between the deflection of the lever 608 and the limiting rod 609.

[0029] In this embodiment, as Figures 1 to 8As shown, the trigger mechanism 7 includes movable slots 701. There are two movable slots 701, which are symmetrically opened on both sides of the inner wall of the transmission slot 503. A main bevel gear 702 is fixedly sleeved on the lower part of the transmission rod 504. An activity rod 703 is vertically slidably connected inside the movable slot 701. A driven bevel gear 704 that cooperates with the main bevel gear 702 is fixedly sleeved on the top of the activity rod 703. A synchronous gear 705 is installed on the upper part of the activity rod 703.

[0030] A T-shaped slot 706 is opened in the lower part of the front side of the detector housing 3. The T-shaped slot 706 runs through the two movable slots 701. Two cross bars 707 are symmetrically slidably connected inside the T-shaped slot 706. A synchronous rack 708 that cooperates with the synchronous gear 705 is fixedly connected to the rear end of the cross bar 707. A compression spring 709 is fixedly connected between the middle parts of the two cross bars 707. An arc-shaped push plate 710 that cooperates with the lever 608 is fixedly connected to the front end of the cross bar 707. It should be noted that: a moving rod is fixedly connected between the two sides of the inner wall of the T-shaped slot 706. The two cross bars 707 are slidably connected to the surface of the moving rod. The two cross bars 707 correspond to the two movable slots 701 one by one. The rear end of the cross bar 707 drives the synchronous rack 708 to be slidably connected inside the corresponding movable slot 701. When the activity rod 703 inside the movable slot 701 drives the synchronous gear 705 to move down to the limit position, the synchronous gear 705 meshes and drives with the adjacent synchronous rack 708, causing the synchronous rack 708 to move towards the central position of the T-shaped slot 706. At this time, the synchronous rack 708 drives the arc-shaped push plate 710 on the cross bar 707 to press against the surface position of the lever 608, enabling the lever 608 to deflect.

[0031] Reset slots 711 that cooperate with the movable slots 701 are symmetrically opened in the lower part of the inner wall of the detector housing 3. The bottom of the activity rod 703 extends into the corresponding reset slot 711. A trigger rod 712 is rotatably connected to the bottom of the activity rod 703. A reset spring 713 is fixedly connected between the top of the trigger rod 712 and the inner top surface of the reset slot 711. The trigger rod 712 is movably inserted through the bottom of the detector housing 3. It should be noted that: the two trigger rods 712 are respectively arranged on both sides of the detection probe 4. When the detector housing 3 drives the detection probe 4 to move on the top surface of the engine blade together with the two trigger rods 712, when the trigger rod 712 leaves the top surface position of the engine blade, the reset spring 713 drives the trigger rod 712 and the activity rod 703 to move down. When the activity rod 703 moves down to the limit position, the driven bevel gear 704 on the activity rod 703 meshes and drives with the main bevel gear 702 on the transmission rod 504, so that the trigger mechanism 7 drives the transmission switching mechanism 6 to operate; and the spring pressure of the reset spring 713 is set to 1.5 times the meshing driving force between the main bevel gear 702 and the driven bevel gear 704, ensuring that the reset spring 713 drives the driven bevel gear 704 on the activity rod 703 to stably mesh and drive with the main bevel gear 702.

[0032] In this embodiment, as Figures 1 to 8 shown, the cross-section of the trigger rod 712 is set as a rectangle, the lower part of the opposite side of the two trigger rods 712 is set as an inclined surface, and the bottom of the trigger rod 712 is flush with the bottom of the detection probe 4. It should be noted that: through the trigger rod 712 with a rectangular cross-section, it can be avoided that the trigger rod 712 rotates at the bottom of the detector housing 3 and affects the use effect.

[0033] An installation bearing is fixedly connected to the top of the trigger rod 712, the bottom of the movable rod 703 is fixedly connected to the inner ring of the installation bearing, and the surface of the movable rod 703 and the inner ring of the synchronous gear 705 are fixedly connected through a friction coupling. It should be noted that: through the setting of the friction coupling, when the two movable rods 703 rotate simultaneously and the two synchronous racks 708 drive the corresponding arc-shaped push plates 710 to move relatively, the friction coupling can achieve overload protection and avoid interference.

[0034] In this embodiment, as Figures 1 to 8 shown, the distance from the bevel gear 704 to the main bevel gear 702 is the same as the distance from the synchronous gear 705 to the synchronous rack 708, and the height of the movable groove 701 is set to be twice the distance from the bevel gear 704 to the main bevel gear 702. It should be noted that: with the above-mentioned setting of twice the height, when the trigger rod 712 moves along the arc track on the top surface of the engine blade, the trigger rod 712 can drive the movable rod 703 to slide up and down inside the movable groove 701 to avoid interference; and after the trigger rod 712 is disengaged from the contact with the top surface of the engine blade, when the trigger rod 712 drives the movable rod 703 to move down to the limit position, during the meshing process of the bevel gear 704 and the main bevel gear 702, the synchronous rack 708 will also be meshed and driven with the synchronous gear 705.

[0035] In this embodiment, as Figures 1 to 8 shown, guide rods are symmetrically and fixedly connected to the surface of the support frame 2, the two guide rods are symmetrically arranged with respect to the double-sided toothed plate 501, and guide blocks are symmetrically and fixedly connected to the rear side of the detector housing 3, and the two guide blocks are respectively slidably connected to the surfaces of the two guide rods.

[0036] An electric push rod is fixedly connected to the right side of the support frame 2, and the support frame 2 and the detector housing 3 are horizontally fine-tuned by the electric push rod. It should be noted that: when the support frame 2 positions the detection probe 4 on the detector housing 3 for the reference, the electric push rod drives the support frame 2 to move horizontally, so that the support frame 2 drives the detector housing 3 and the detection probe 4 to position the horizontal reference point of the engine blade.

[0037] The usage method and advantages of the present invention: The aero-engine blade profile detection device works as follows: AsFigures 1 to 8 As shown, during use, by detecting the cooperation between the adjusting support 1 and the support frame 2, the detection probe 4 on the detector housing 3 is moved to perform reference positioning on the engine blade. After positioning, the detection probe 4 is moved to the reference point position at the top of the engine blade, and then the drive motor 502 is started to drive the drive rod 504 to rotate; When the reference point of the engine blade is in the right position, the trigger rod 712 on the left side of the bottom of the detector housing 3 contacts the top surface of the engine blade. At this time, the movable rod 703 movably connected to the left trigger rod 712 drives the corresponding driven bevel gear 704 to be above the movable slot 701, while the bottom surface of the trigger rod 712 on the right side of the bottom of the detector housing 3 is not under pressure, so that the compression spring 709 drives the trigger rod 712 to move down to the limit position. At this time, the movable rod 703 movably connected to the right trigger rod 712 drives the corresponding driven bevel gear 704 to mesh with the main bevel gear 702 at the lower part of the drive rod 504 for transmission, so that the right movable rod 703 rotates. At the same time, the synchronous gear 705 on the right movable rod 703 moves down and meshes with the adjacent synchronous rack 708 for transmission, so that the synchronous rack 708 drives the corresponding cross bar 707 and the arc-shaped push plate 710 to translate at the T-shaped slot 706 position and press against the lever 608 to move, so that the lever 608 deflects on the surface of the detector housing 3 and drives the articulated adjusting plate 606 to move. During the sliding process of the inclined slot 607 on the adjusting plate 606 in cooperation with the adjusting pin 605, the adjusting pin 605 slides downward inside the vertical slot 603, and the adjusting cylinder 601 is driven by the adjusting pin 605 through the connecting bearing 604 to move down, so that the end face gear ring 602 at the upper part of the adjusting cylinder 601 meshes with the top surface of the double-sided tooth plate 501 in the middle of the support frame 2. Under the constraint of the double-sided tooth plate 501, the rotating end face gear ring 602 drives the detector housing 3 to move leftward on the top surface of the engine blade for detection. At the same time, the lever 608 after changing the direction is always in the deflected state under the pressing of the limit spring 611 on the surface of the limit rod 609, so that the position of the deflected lever 608 can be automatically locked; When the detector housing 3 is about to move leftward to the extreme position at the top of the engine blade, the bottom of the trigger rod 712 on the left side of the detector housing 3 is released from the compressed state. At this time, the compression spring 709 drives the corresponding trigger rod 712 to move downward, causing the corresponding movable rod 703 carried by the trigger rod 712 to move downward. The synchronous gear 705 on the movable rod 703 meshes with the adjacent synchronous rack 708 for transmission, causing the synchronous rack 708 to drive the cross bar 707 to press against the arc-shaped push plate 710, causing the lever 608 to deflect in the opposite direction. At this time, the lever 608 drives the adjusting plate 606 to move in the opposite direction, causing the adjusting pin 605 to rise inside the vertical groove 603. The adjusting cylinder 601 drives the end face gear ring 602 at the lower part to mesh with the bottom of the double-sided tooth plate 501 for transmission. At this time, the detector housing 3 drives the detection probe 4 to move rightward on the top of the engine blade to automatically switch the direction. While the lever 608 deflects in the opposite direction, the support frame 2 moves slightly forward under the control of the detection adjustment support 1 to switch the detection position. In this way, every time the detection probe 4 is about to move to the edge position of the engine blade, the detection direction is automatically switched. At the same time as switching the detection direction, the support frame 2 drives the detector housing 3 to move forward by one section to comprehensively detect the top surface of the engine blade; As the support frame 2 drives the detector housing 3 to gradually move forward, when the detection probe 4 completely leaves the top surface position of the engine blade, both trigger rods 712 leave the top surface position of the engine blade. At this time, both trigger rods 712 move downward. Then, the movable rod 703 that moves downward drives the synchronous gear 705 to mesh with the corresponding synchronous rack 708 for transmission, causing the two synchronous racks 708 to drive the corresponding arc-shaped push plates 710 to move through the cross bar 707. During the relative movement of the two arc-shaped push plates 710, the lever 608 is pushed into a vertical state. During the movement of the lever 608 driving the adjusting plate 606, the inclined groove 607 in the middle of the adjusting plate 606 cooperates with the adjusting pin 605 to slide, causing the adjusting pin 605 to be in the middle position of the vertical groove 603. At this time, the two end face gear rings 602 on the adjusting cylinder 601 no longer mesh with the double-sided tooth plate 501 for transmission, ensuring that when the detector housing 3 drives the detection probe 4 to complete the detection, it can stop moving in time.

[0038] The above shows and describes the basic principles, main features and advantages of the present invention. Technical staff in this industry should understand that the present invention is not limited by the above embodiments. The above embodiments and the descriptions in the specification are only preferred examples of the present invention and are not used to limit the present invention. Without departing from the spirit and scope of the present invention, the present invention will have various changes and improvements, and these changes and improvements all fall within the scope of the present invention claimed. The scope of protection claimed by the present invention is defined by the appended claims and their equivalents.

Claims

1. An aircraft engine blade profile detection device, comprising: A detection and adjustment support (1), an upper part of the detection and adjustment support (1) is movably connected to a support frame (2), a middle part of the support frame (2) is slidably connected to a detector housing (3), and a detection probe (4) is fixedly connected to a middle position of a bottom of the detector housing (3); Characterized in that it further comprises: A driving mechanism (5), the driving mechanism (5) is movably installed between the inside of the detector housing (3) and the support frame (2), a transmission switching mechanism (6) that cooperates with the driving mechanism (5) is movably connected inside the detector housing (3), and the transmission switching mechanism (6) is used for switching the moving direction of the detector housing (3); A lower part of the detector housing (3) is movably connected to a trigger mechanism (7) that cooperates with the driving mechanism (5), and during the operation of the trigger mechanism (7), it cooperates with the driving mechanism (5) to drive the transmission switching mechanism (6) to operate.

2. The aeroengine blade profile detection device according to claim 1, wherein: The driving mechanism (5) includes a double-sided toothed plate (501), the double-sided toothed plate (501) is horizontally fixedly connected to a middle position on the front side of the support frame (2), a transmission motor (502) is fixedly connected to a top of the detector housing (3), a transmission groove (503) is formed inside the detector housing (3), an upper part of the transmission groove (503) penetrates through a rear side of the detector housing (3), and a transmission rod (504) is rotatably connected inside the transmission groove (503), and a top of the transmission rod (504) is fixedly connected to a rotating end of the transmission motor (502).

3. The aeroengine blade profile detection device according to claim 2, characterized in that: The transmission switching mechanism (6) includes an adjustment cylinder (601), the adjustment cylinder (601) is slidably connected to an upper part of the transmission rod (504), end face toothed rings (602) are symmetrically and fixedly sleeved on an outer circle of the adjustment cylinder (601), the two end face toothed rings (602) are respectively arranged at a top and a bottom of the double-sided toothed plate (501), a vertical groove (603) that cooperates with the transmission groove (503) is formed on a front side of the detector housing (3), a connection bearing (604) is fixedly sleeved on a lower part of an outer circle of the adjustment cylinder (601), and an adjustment pin (605) is fixedly connected to an outer circle of the connection bearing (604), and the adjustment pin (605) is slidably connected inside the vertical groove (603); An adjustment plate (606) is slidably connected to an outer wall of the detector housing (3), an inclined groove (607) is formed on a surface of the adjustment plate (606), and an end of the adjustment pin (605) away from the connection bearing (604) is slidably connected inside the inclined groove (607); The outer wall of the detector housing (3) is rotatably connected to a lever (608). One end of the lever (608) is hinged to the bottom of the adjusting plate (606). The lower part of the outer wall of the detector housing (3) is rotatably connected to a limiting rod (609). One end of the limiting rod (609) is hinged to the other end of the lever (608). A limiting ring (610) that cooperates with the lever (608) is movably sleeved on the surface of the limiting rod (609). A limiting spring (611) is movably connected between the surface of the limiting ring (610) and the middle of the limiting rod (609).

4. An aero-engine blade profile detection device according to claim 3, characterized in that: Four positioning grooves are equidistantly arranged along the circumference on the surface of the transmission rod (504). Positioning blocks are fixedly connected to the four circumferences of the inner wall of the adjusting cylinder (601). The four positioning blocks are respectively slidably connected inside the four positioning grooves.

5. The aeroengine blade profile detection device according to claim 4, characterized in that: A main groove is provided at one end of the lever (608). Main waist-shaped grooves are provided on both sides of the inner wall of the main groove. A hinge block is fixedly connected to the bottom of the adjusting plate (606). The adjusting plate (606) is slidably installed inside the main waist-shaped groove through the hinge block. A secondary groove is provided at the other end of the lever (608). A hinge pin is fixedly connected between the two sides of the inner wall of the secondary groove. A through groove is provided on the side of the limiting rod (609) close to the lever (608). The middle of the hinge pin is slidably connected inside the through groove.

6. The aero-engine blade profile detection device according to claim 5, characterized in that: The triggering mechanism (7) includes moving grooves (701). Two moving grooves (701) are provided. The two moving grooves (701) are symmetrically provided on both sides of the inner wall of the transmission groove (503). A main bevel gear (702) is fixedly sleeved on the lower part of the transmission rod (504). A moving rod (703) is vertically slidably connected inside the moving groove (701). A secondary bevel gear (704) that cooperates with the main bevel gear (702) is fixedly sleeved on the top of the moving rod (703). A synchronous gear (705) is installed on the upper part of the moving rod (703). A T-shaped groove (706) is provided in the lower part of the front side of the detector housing (3). The T-shaped groove (706) runs through the two moving grooves (701). Cross bars (707) are symmetrically slidably connected inside the T-shaped groove (706). A synchronous rack (708) that cooperates with the synchronous gear (705) is fixedly connected to the rear end of the cross bar (707). A compression spring (709) is fixedly connected between the middles of the two cross bars (707). An arc-shaped push plate (710) that cooperates with the lever (608) is fixedly connected to the front end of the cross bar (707). The lower part of the inner wall of the detector housing (3) is symmetrically provided with reset grooves (711) that cooperate with the movable grooves (701). The bottom of the movable rod (703) extends into the corresponding reset groove (711). A trigger rod (712) is rotatably connected to the bottom of the movable rod (703). A reset spring (713) is fixedly connected between the top of the trigger rod (712) and the inner top surface of the reset groove (711). The trigger rod (712) is movably inserted through the bottom of the detector housing (3).

7. An aero-engine blade profile detection device according to claim 6, characterized in that: The cross-section of the trigger rod (712) is rectangular. The lower parts of the opposite sides of the two trigger rods (712) are provided with inclined surfaces. The bottom of the trigger rod (712) is flush with the bottom of the detection probe (4). An installation bearing is fixedly connected to the top of the trigger rod (712). The bottom of the movable rod (703) is fixedly connected to the inner ring of the installation bearing. The surface of the movable rod (703) is fixedly connected to the inner ring of the synchronous gear (705) through a friction coupling.

8. An aero-engine blade profile detection device according to claim 7, characterized in that: The distance from the secondary bevel gear (704) to the primary bevel gear (702) is the same as the distance from the synchronous gear (705) to the synchronous rack (708). The height of the movable groove (701) is set to be twice the distance from the secondary bevel gear (704) to the primary bevel gear (702).

9. The aero-engine blade profile detection device according to claim 8, characterized in that: Guide rods are symmetrically and fixedly connected to the surface of the support frame (2). The two guide rods are symmetrically arranged with respect to the double-sided toothed plate (501). Guide blocks are symmetrically and fixedly connected to the rear side of the detector housing (3). The two guide blocks are respectively slidably connected to the surfaces of the two guide rods. An electric push rod is fixedly connected to the right side of the support frame (2). The support frame (2) and the detector housing (3) are horizontally fine-tuned by the electric push rod.

Images