An aircraft engine blade surface detection device

Abstract

The present invention relates to the field of engine blade detection, specifically to an aircraft engine blade profile detection device, comprising a detection and adjustment support, wherein the upper portion of the detection and adjustment support is movably connected to a support frame, the middle portion of the support frame is slidably connected to a detector housing, and the middle position of the bottom of the detector housing is fixedly connected to a detection probe, and further comprising: a driving mechanism. This aircraft engine blade profile detection device is composed of a transmission switching mechanism and a triggering mechanism; when the detector housing carries the detection probe to perform 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 triggering mechanism cooperates with the transmission mechanism to drive the transmission mechanism to operate with the transmission switching mechanism, and automatically switches the moving direction of the detector housing, thereby avoiding the need to reposition the detection probe after the detection probe leaves the top surface position of the engine blade, thereby improving the detection efficiency.

Description

Technical Field

[0001] The present invention relates to the field of engine blade detection, in particular to an aircraft engine blade profile detection device. Background Art

[0002] An aircraft engine is a thermal machine that provides power for aircraft. In order to ensure the performance and safety of the engine during use, the inspection of engine blades is crucial. Generally, a three-coordinate measuring machine is used to inspect and evaluate the quality of engine blades.

[0003] An existing patent (publication number: CN117606327B) discloses an aircraft engine blade profile inspection device comprising a three-dimensional coordinate measuring machine (CMM) body and a stylus ball with a wire fixedly connected to the outer side of the stylus ball. During the implementation of this solution, the inventors discovered the following unresolved issues in the prior art: 1. During use, the engine blade inspection device is difficult to promptly change the direction of the inspection probe once it reaches the edge of the engine blade profile. Typically, the inspection probe automatically retracts and retracts to ensure it follows the trajectory of the blade's curved surface. When the inspection probe leaves the edge of the blade profile, it automatically extends and needs to be readjusted to restoring the height of the probe to the blade surface for inspection. Even with numerical control, this process adds significant time to the overall inspection process, impacting inspection efficiency. Summary of the Invention

[0004] The present invention aims to provide an aircraft engine blade profile detection device to solve the problems raised in the above-mentioned background technology: 1. Some existing engine blade detection devices are difficult to automatically switch the direction of the detection probe during use, resulting in low detection efficiency. To achieve the above-mentioned purpose, the present invention provides the following technical solutions: An aircraft engine blade profile detection device, comprising:

[0005] A detection and adjustment support, wherein the upper portion of the detection and adjustment support is movably connected to a support frame, the middle portion of the support frame is slidably connected to a detector housing, and a detection probe is fixedly connected to the middle position of the bottom of the detector housing;

[0006] Also includes:

[0007] A driving mechanism, the driving mechanism being movably mounted between the interior of the detector housing and the support frame, the interior of the detector housing being movably connected to a transmission switching mechanism that cooperates with the driving mechanism, the transmission switching mechanism being used to switch the moving direction of the detector housing;

[0008] The lower part of the detector housing is movably connected with a trigger mechanism that cooperates with the driving mechanism. During the operation of the trigger mechanism, the trigger mechanism cooperates with the driving mechanism to drive the transmission switching mechanism to operate.

[0009] Preferably, the driving mechanism includes a double-sided tooth plate, which is laterally fixedly connected to the middle position of the front side of the support frame, and the top of the detector housing is fixedly connected to a transmission motor. A transmission groove is opened inside the detector housing, and the upper part of the transmission groove is arranged through the rear side of the detector housing. A transmission rod is rotatably connected to the inside of the transmission groove, and the top of the transmission rod is fixedly connected to the rotating end of the transmission motor.

[0010] Preferably, the transmission switching mechanism includes an adjusting cylinder, which is slidably connected to the upper part of the transmission rod, and the outer ring of the adjusting cylinder is symmetrically fixedly sleeved with end face tooth rings, and the two end face tooth rings are respectively arranged at the top and bottom positions of the double-sided tooth plate, and the front side of the detector housing is provided with a vertical groove that matches the transmission groove, and the lower part of the outer ring of the adjusting cylinder is fixedly sleeved with a connecting bearing, and the outer ring of the connecting bearing is fixedly connected to an adjusting pin, and the adjusting pin is slidably connected to the inside of the vertical groove;

[0011] An adjustment plate is slidably connected to the outer wall of the detector housing, an oblique groove is provided on the surface of the adjustment plate, and an end of the adjustment pin away from the connecting bearing is slidably connected to the inside of the oblique groove;

[0012] The outer wall of the detector housing is rotatably connected to a lever, one end of the lever is hinged to the bottom of the adjustment plate, the lower part of the outer wall of the detector housing is rotatably connected to a limit rod, one end of the limit rod is hinged to the other end of the lever, the surface of the limit rod is movably sleeved with a limit ring that cooperates with the lever, and the surface of the limit ring is movably connected to a limit spring between the middle part of the limit rod.

[0013] Preferably, four positioning grooves are equidistantly formed on the surface of the transmission rod along the circumference, and positioning blocks are fixedly connected to the four sides of the inner wall of the adjustment cylinder, and the four positioning blocks are slidably connected to the inside of the four positioning grooves respectively.

[0014] Preferably, a main groove is formed at one end of the lever, main waist-shaped grooves are formed on both sides of the inner wall of the main groove, a hinge block is fixedly connected to the bottom of the adjustment plate, and the adjustment plate is slidably installed inside the main waist-shaped groove through the hinge block;

[0015] The other end of the lever is provided with a groove, and a hinge pin is fixedly connected between the two sides of the inner wall of the groove. A through groove is provided on the side of the limit rod close to the lever, and the middle part of the hinge pin is slidably connected to the inside of the through groove.

[0016] Preferably, the trigger mechanism includes a movable groove, and the movable grooves are provided with two movable grooves, which are symmetrically opened on both sides of the inner wall of the transmission groove. The lower part of the transmission rod is fixedly sleeved with a main bevel gear, and the interior of the movable groove is vertically slidably connected with a movable rod, and the top of the movable rod is fixedly sleeved with a slave bevel gear matching the main bevel gear, and the upper part of the movable rod is installed with a synchronous gear;

[0017] A T-shaped slot is provided at the lower portion of the front side of the detector housing, the T-shaped slot is penetrated by the two movable slots, a cross bar is symmetrically slidably connected inside the T-shaped slot, a synchronous rack matched with a synchronous gear is fixedly connected to the rear end of the cross bar, a compression spring is fixedly connected between the middle portions of the two cross bars, and an arc-shaped push plate matched with a lever is fixedly connected to the front end of the cross bar;

[0018] A reset groove cooperating with the movable groove is symmetrically provided on the lower part of the inner wall of the detector housing. The bottom of the movable rod extends to the inside of the corresponding reset groove. The bottom of the movable rod is rotatably connected to a trigger 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 into the bottom position of the detector housing.

[0019] Preferably, the cross section of the trigger rod is set to be rectangular, the lower parts of the two trigger rods on opposite sides are set to be inclined, and the bottom of the trigger rod is set flush with the bottom of the detection probe;

[0020] The top of the trigger rod is fixedly connected to a mounting bearing, the bottom of the movable rod is fixedly connected to the inner ring of the mounting bearing, and the surface of the movable rod is fixedly connected to the inner ring of the synchronous gear via a friction coupling.

[0021] Preferably, the distance from the bevel gear to the main bevel gear is the same as the distance from the synchronous gear to the synchronous rack, and the height of the movable groove is set to twice the distance from the bevel gear to the main bevel gear.

[0022] Preferably, the surface of the support frame is symmetrically fixedly connected with guide rods, and the two guide rods are symmetrically arranged with double-sided tooth plates. The rear side of the detector housing is symmetrically fixedly connected with guide blocks, and the two guide blocks are respectively slidably connected to the surfaces of the two guide rods;

[0023] The right side of the support frame is fixedly connected with an electric push rod, which is used to carry out lateral fine adjustment of the support frame and the detector housing.

[0024] Compared with the prior art, the present invention has the following beneficial effects:

[0025] In the present invention, through the coordinated use of components such as the detector housing, the transmission switching mechanism and the trigger mechanism, when the detector housing carries the detection probe to detect 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 transmit, so that the transmission mechanism runs with the transmission switching mechanism, and the moving direction of the detector housing is automatically switched, avoiding the need to re-position the detection probe after the detection probe leaves the top surface position of the engine blade, thereby improving the detection efficiency.

[0026] In the present invention, through the coordinated use of components such as the detector housing, the drive mechanism and the trigger mechanism, when the two trigger rods at the lower part of the detector housing leave the top surface position of the engine blade, the trigger mechanism cooperates with the drive mechanism to transmit, so that the two arc-shaped push plates move relative to each other to press the levers into a vertical state. At this time, the two end face gear rings no longer engage with the double-sided gear plates for transmission, so that after the detection probe completes the detection of the top surface of the engine blade, the detector housing can stop moving in time to avoid safety hazards caused by continued operation of the detection equipment.

[0027] In the present invention, through the coordinated use of components such as the detector housing, the driving mechanism and the transmission switching mechanism, since during the coordinated operation of the trigger mechanism and the driving mechanism, the transmission switching mechanism can be automatically driven to operate when the detection probe is about to leave the top surface position of the engine blade, the detector housing can carry the detection probe to detect engine blades of different widths, and there is no need to separately adjust the distance of the lateral movement trajectory of the detector housing, thereby improving the convenience of operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 A side view of the support frame and the detector housing of the present invention;

[0029] Figure 2 For the present invention Figure 1 A magnified view of the structure at center A;

[0030] Figure 3 A side sectional view of a detector housing and a local portion of a transmission slot of the present invention;

[0031] Figure 4 A side sectional view of the detector housing and a local portion of the T-slot of the present invention;

[0032] Figure 5 It is a cross-sectional view of the partial position of the lever and the limiting rod of the present invention;

[0033] Figure 6 A side view of a detector housing and a partial position of a vertical slot according to the present invention;

[0034] Figure 7 A side sectional view of a local position of the adjusting cylinder and the connecting bearing of the present invention;

[0035] Figure 8 It is a rear view of a partial position of the double-sided tooth plate and the detector housing of the present invention.

[0036] Figure: 1, detection and adjustment support; 2, support frame; 3, detector housing; 4, detection probe; 5, driving mechanism; 501, double-sided tooth plate; 502, transmission motor; 503, transmission slot; 504, transmission rod; 6, transmission switching mechanism; 601, adjustment cylinder; 602, end face gear ring; 603, vertical slot; 604, connecting bearing; 605, adjustment pin; 606, adjustment plate; 607, inclined slot; 608, lever Rod; 609, limit rod; 610, limit ring; 611, limit spring; 7, trigger mechanism; 701, movable groove; 702, main bevel gear; 703, movable rod; 704, slave bevel gear; 705, synchronous gear; 706, T-slot; 707, cross bar; 708, synchronous rack; 709, compression spring; 710, arc push plate; 711, reset groove; 712, trigger rod; 713, reset spring. DETAILED DESCRIPTION

[0037] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0038] See also Figures 1 to 8 The present invention provides a technical solution: an aircraft engine blade surface detection device, comprising:

[0039] The upper portion of the detection and adjustment support 1 is movably connected to a support frame 2, the middle portion of the support frame 2 is slidably connected to a detector housing 3, and a detection probe 4 is fixedly connected to the middle position of the bottom of the detector housing 3. 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 and can record the detection trajectory and results of the engine blade profile; the detection and adjustment support 1 can move up and down and forward and backward with the support frame 2, and an engine blade fixture is installed in the middle position of the detection and adjustment support 1. The engine blade fixture and the detection and adjustment support 1 are both existing technologies and will not be described in detail here.

[0040] Also includes:

[0041] The driving mechanism 5 is movably installed between the interior of the detector housing 3 and the support frame 2. The interior of the detector housing 3 is movably connected with a transmission switching mechanism 6 that cooperates with the driving mechanism 5. The transmission switching mechanism 6 is used to switch the moving direction of the detector housing 3.

[0042] The lower part of the detector housing 3 is movably connected with a trigger mechanism 7 that cooperates with the driving mechanism 5. During operation, the trigger mechanism 7 cooperates with the driving mechanism 5 to drive the transmission switching mechanism 6 to operate.

[0043] In this embodiment, Figures 1 to 8 As shown, the drive mechanism 5 includes a double-sided toothed plate 501, which is laterally fixedly connected to the middle position of the front side of the support frame 2. A transmission motor 502 is fixedly connected to the top of the detector housing 3. A transmission slot 503 is defined inside the detector housing 3. The upper portion of the transmission slot 503 extends through the rear side of the detector housing 3. A transmission rod 504 is rotatably connected to the interior of the transmission slot 503. The top of the transmission rod 504 is fixedly connected to the rotating end of the transmission 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 slot 503.

[0044] In this embodiment, Figures 1 to 8 As shown, the transmission switching mechanism 6 includes an adjusting cylinder 601, which is slidably connected to the upper part of the transmission rod 504. The outer ring of the adjusting cylinder 601 is symmetrically fixed with an end face tooth ring 602. The two end face tooth rings 602 are respectively arranged at the top and bottom positions of the double-sided tooth plate 501. The front side of the detector housing 3 is provided with a vertical groove 603 that matches the transmission groove 503. The lower part of the outer ring of the adjusting cylinder 601 is fixedly sleeved with a connecting bearing 604. The outer ring of the connecting bearing 604 is fixedly connected with an adjusting pin 605. The adjusting pin 605 is slidably connected to the inside of the vertical groove 603. It should be noted that: when the adjusting pin 605 rises to the extreme position inside the vertical slot 603, the end face tooth ring 602 at the lower position of the adjusting cylinder 601 engages and transmits with the bottom of the double-sided tooth plate 501; when the adjusting pin 605 moves down to the extreme position inside the vertical slot 603, the end face tooth ring 602 at the upper position of the adjusting cylinder 601 engages and transmits with the top of the double-sided tooth plate 501.

[0045] An adjustment plate 606 is slidably connected to the outer wall of the detector housing 3. An oblique slot 607 is defined on the surface of the adjustment plate 606, and the end of the adjustment pin 605, distal from the connecting bearing 604, is slidably connected within the oblique slot 607. It should be noted that a slide bar is fixedly connected to the outer wall of the detector housing 3, and a slider is fixedly connected to the top of the adjustment plate 606. The adjustment plate 606 is slidably connected to the surface of the slide bar via the slider. As the adjustment plate 606 slides left and right on the surface of the detector housing 3, the adjustment pin 605 slides up and down within the vertical slot 603 as the oblique slot 607 and the adjustment pin 605 slide in concert.

[0046] The outer wall of the detector housing 3 is rotatably connected to a lever 608, one end of which is hinged to the bottom of the adjustment plate 606. The lower portion of the outer wall of the detector housing 3 is rotatably connected to a limit rod 609, one end of which is hinged to the other end of the lever 608. A limit ring 610, which cooperates with the lever 608, is movably sleeved on the surface of the limit rod 609. A limit spring 611 is movably connected between the surface of the limit ring 610 and the middle portion of the limit rod 609. It should be noted that the limit spring 611 and the limit ring 610 press against the other end of the lever 608, effectively limiting the state of the lever 608 after deflection. The power arm length of the lever 608 is set to three times the length of the resistance arm, ensuring the stability of the limit spring 611 and the limit ring 610 in limiting the state of the lever 608.

[0047] In this embodiment, Figures 1 to 8 As shown, the transmission rod 504 is provided with four equidistant positioning slots along its circumference. Positioning blocks are fixedly connected to the inner wall of the adjustment cylinder 601 on all four sides, and the four positioning blocks are slidably connected within the four positioning slots. It should be noted that the positioning slots and positioning blocks cooperate to enable the transmission rod 504 to rotate synchronously with the adjustment cylinder 601 and the end face gear ring 602. However, the adjustment pin 605, acting under the action of the connecting bearing 604, does not rotate with the adjustment cylinder 601, thus preventing interference.

[0048] In this embodiment, Figures 1 to 8 As shown, a main groove is defined at one end of lever 608, with main waist-shaped grooves defined on both sides of the inner wall of the main groove. A hinge block is fixedly connected to the bottom of adjustment plate 606, which slides within the main waist-shaped groove via the hinge block. It should be noted that the sliding cooperation between the main waist-shaped groove and the hinge block prevents interference with the hinge block during lever deflection.

[0049] The other end of lever 608 defines a groove, with a hinge pin fixedly connected between the two sides of the inner wall of the groove. A through-slot is defined on the side of limit rod 609 near lever 608, with the middle portion of the hinge pin slidingly connected within the through-slot. It should be noted that the width of limit rod 609 is set to 0.8 times the width of the groove, and limit rod 609 is positioned in the middle of the groove. When lever 608 deflects, lever 608 slides within the through-slot with the hinge pin, preventing interference between the deflection of lever 608 and limit rod 609.

[0050] In this embodiment, Figures 1 to 8As shown, the trigger mechanism 7 includes a movable groove 701, and there are two movable grooves 701. The two movable grooves 701 are symmetrically opened on both sides of the inner wall of the transmission groove 503. The lower part of the transmission rod 504 is fixedly sleeved with a main bevel gear 702, and the interior of the movable groove 701 is vertically slidably connected with a movable rod 703. The top of the movable rod 703 is fixedly sleeved with a slave bevel gear 704 that matches the main bevel gear 702, and the upper part of the movable rod 703 is installed with a synchronous gear 705.

[0051] A T-slot 706 is provided at the lower part of the front side of the detector housing 3, and the T-slot 706 is penetrated by the two movable slots 701. The inside of the T-slot 706 is symmetrically slidably connected with a cross bar 707, and the rear end of the cross bar 707 is fixedly connected with a synchronization rack 708 that cooperates with the synchronization gear 705. A compression spring 709 is fixedly connected between the middle parts of the two cross bars 707, and the front end of the cross bar 707 is fixedly connected with an arc-shaped push plate 710 that cooperates with the lever 608. It should be noted that: a moving rod is fixedly connected between the two sides of the inner wall of the T-slot 706, and two cross bars 707 are slidably connected to the surface of the moving rod. The two cross bars 707 correspond one to one with the two movable grooves 701. The rear end of the cross bar 707 is slidably connected to the inside of the corresponding movable groove 701 with a synchronous rack 708. When the movable rod 703 inside the movable groove 701 moves down to the extreme position with the synchronous gear 705, the synchronous gear 705 engages with the adjacent synchronous rack 708 to transmit the synchronous rack 708, so that the synchronous rack 708 moves toward the center position of the T-slot 706. At this time, the synchronous rack 708 carries the arc-shaped push plate 710 on the cross bar 707 to press against the surface position of the lever 608, so that the lever 608 can be deflected.

[0052] A reset groove 711 that cooperates with the movable groove 701 is symmetrically opened at the lower part of the inner wall of the detector housing 3. The bottom of the movable rod 703 extends to the inside of the corresponding reset groove 711. The bottom of the movable rod 703 is rotatably connected to the trigger rod 712. 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 into the bottom position 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 moves with the detection probe 4 and the two trigger rods 712 on the top surface of the engine blade, when the trigger rod 712 leaves the top surface position of the engine blade, the return spring 713 brings the trigger rod 712 and the movable rod 703 to move downward. When the movable rod 703 moves downward to the extreme position, the slave bevel gear 704 on the movable rod 703 engages with the main bevel gear 702 on the transmission rod 504 for transmission, so that the trigger mechanism 7 drives the transmission switching mechanism 6 to operate; and the spring pressure of the return spring 713 is set to 1.5 times the meshing transmission force between the main bevel gear 702 and the slave bevel gear 704, ensuring that the return spring 713 brings the slave bevel gear 704 on the movable rod 703 to stably engage with the main bevel gear 702.

[0053] In this embodiment, Figures 1 to 8 As shown, the trigger rod 712 has a rectangular cross-section, and the lower portions of the two trigger rods 712 on opposite sides are inclined. The bottoms of the trigger rods 712 are flush with the bottom of the detection probe 4. It should be noted that the rectangular cross-section of the trigger rod 712 can prevent the trigger rod 712 from rotating at the bottom of the detector housing 3 and affecting the use effect.

[0054] The top of the trigger lever 712 is fixedly connected to a mounting bearing, the bottom of the movable lever 703 is fixedly connected to the inner ring of the mounting bearing, and the surface of the movable lever 703 is fixedly connected to the inner ring of the synchronization gear 705 via a friction coupling. It should be noted that the friction coupling provides overload protection when the two movable levers 703 rotate simultaneously, causing the two synchronization racks 708 and their corresponding curved push plates 710 to move relative to each other, preventing interference.

[0055] In this embodiment, Figures 1 to 8 As 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 twice the distance from the bevel gear 704 to the main bevel gear 702. It should be noted that: the above-mentioned double height setting enables the trigger rod 712 to slide up and down with the movable rod 703 inside the movable groove 701 during its movement along the arc trajectory of the top surface of the engine blade, avoiding interference; and after the trigger rod 712 releases contact with the top surface of the engine blade, when the trigger rod 712 moves down to the extreme position with the movable rod 703, during the meshing process of the slave bevel gear 704 and the main bevel gear 702, the synchronous rack 708 will also mesh with the synchronous gear 705 for transmission.

[0056] In this embodiment, Figures 1 to 8 As shown, the surface of the support frame 2 is symmetrically fixedly connected with guide rods, and the two guide rods are symmetrically arranged with double-sided tooth plates 501. The rear side of the detector housing 3 is symmetrically fixedly connected with guide blocks, and the two guide blocks are respectively slidably connected to the surfaces of the two guide rods.

[0057] The right side of the support frame 2 is fixedly connected to an electric push rod, which is used to perform lateral fine adjustment of the support frame 2 and the detector housing 3. It should be noted that when the support frame 2 and the detection probe 4 on the detector housing 3 are performing reference positioning, the electric push rod is used to move the support frame 2 laterally, so that the support frame 2, the detector housing 3 and the detection probe 4 can be positioned at the lateral reference point of the engine blade.

[0058] The use method and advantages of the present invention: The working process of the aircraft engine blade surface detection device is as follows:

[0059] like Figures 1 to 8 As shown, when in use, the detection adjustment support 1 cooperates with the support frame 2 to move the detection probe 4 on the detector housing 3 to perform reference positioning on the engine blade. After positioning, the detection probe 4 moves to the reference point position on the top of the engine blade, and then the transmission motor 502 is started to rotate the transmission rod 504;

[0060] 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 carries the corresponding slave bevel gear 704 to the position above the movable groove 701, and 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 carries the trigger rod 712 down to the limit position. At this time, the movable rod 703 movably connected to the right trigger rod 712 carries the corresponding slave bevel gear 704 to mesh with the main bevel gear 702 at the bottom of the transmission rod 504, causing the right movable rod 703 to rotate. At the same time, the synchronous gear 705 on the right movable rod 703 moves downward and meshes with the adjacent synchronous rack 708, causing the synchronous rack 708 to move with the corresponding cross bar 707 and the arc push plate 710 to the T-slot 706. The position of the lever 608 is translated and presses the lever 608 to move, so that the lever 608 is deflected on the surface of the detector housing 3 and moves with the hinged adjustment plate 606. During the sliding process of the inclined groove 607 on the adjustment plate 606 and the adjustment pin 605, the adjustment pin 605 slides downward inside the vertical groove 603, and the adjustment pin 605 moves the adjustment cylinder 601 downward through the connecting bearing 604, so that the end face gear ring 602 at the upper position of the adjustment cylinder 601 engages with the top surface of the double-sided gear plate 501 in the middle of the support frame 2. When the double-sided gear plate 501 is constrained, the rotating end face gear ring 602 moves the detector housing 3 to the left on the top surface of the engine blade through the transmission rod 504 for detection. At the same time, after the direction is switched, the lever 608 is always in a deflected state under the pressure 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.

[0061] When the detector housing 3 is about to move to the left to the limit 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 moves the corresponding trigger rod 712 downward, causing the trigger rod 712 to move the corresponding movable rod 703 downward, and the synchronous gear 705 on the movable rod 703 engages with the adjacent synchronous rack 708 to transmit the synchronous rack 708, causing the horizontal rod 707 and the arc-shaped push plate 710 to press the lever 608 in the opposite direction. At this time, the lever 608 moves the adjustment plate 606 in the opposite direction, causing the adjustment pin 605 to rise inside the vertical slot 603. The adjusting cylinder 601, with the lower end face gear ring 602, engages with the bottom of the double-sided gear plate 501 for transmission. At this time, the detector housing 3, with the detection probe 4, moves to the right on the top surface of the engine blade to automatically switch the direction. While the lever 608 is deflected in the opposite direction, the support frame 2 moves forward slightly under the control of the detection adjustment support 1 to switch the detection position. Each time the detection probe 4 is about to move to the edge of the engine blade, the detection direction is automatically switched. At the same time as the detection direction is switched, the support frame 2 moves the detector housing 3 forward by one section to perform a comprehensive detection of the top surface of the engine blade.

[0062] When the detection probe 4 completely leaves the top surface position of the engine blade, the two trigger rods 712 leave the top surface position of the engine blade. At this time, the two trigger rods 712 move downward, and then the movable rod 703 that moves downward drives the synchronous gear 705 to engage with the corresponding synchronous rack 708, so that the two synchronous racks 708 move with the corresponding arc push plates 710 through the cross bar 707. During the relative movement of the two arc push plates 710, the lever 608 is pushed to a vertical state. During the movement of the lever 608 with the adjustment plate 606, the inclined groove 607 in the middle of the adjustment plate 606 cooperates with the adjustment pin 605 to slide, so that the adjustment pin 605 is in the middle position of the vertical groove 603. At this time, the two end face tooth rings 602 on the adjustment cylinder 601 are no longer engaged with the double-sided tooth plate 501, ensuring that the detector housing 3 can stop moving in time when the detection probe 4 is completed.

[0063] The above shows and describes the basic principles, main features and advantages of the present invention. It should be understood by those skilled in the art that the present invention is not limited to the above embodiments. The above embodiments and descriptions are merely preferred examples of the present invention and are not intended to limit the present invention. Various changes and modifications may be made to the present invention without departing from the spirit and scope of the present invention, and such changes and modifications fall within the scope of the present invention. The scope of protection claimed in 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), wherein the upper portion of the detection and adjustment support (1) is movably connected to a support frame (2), the middle portion of the support frame (2) is slidably connected to a detector housing (3), and a detection probe (4) is fixedly connected to the middle position of the bottom of the detector housing (3); It is characterized by further comprising: A driving mechanism (5), the driving mechanism (5) being movably mounted between the interior of the detector housing (3) and the support frame (2), the interior of the detector housing (3) being movably connected to a transmission switching mechanism (6) cooperating with the driving mechanism (5), the transmission switching mechanism (6) being used to switch the moving direction of the detector housing (3); The lower part of the detector housing (3) is movably connected to a trigger mechanism (7) that cooperates with the drive mechanism (5). During operation, the trigger mechanism (7) cooperates with the drive mechanism (5) to drive the transmission switching mechanism (6). 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), the outer ring of the adjusting cylinder (601) is symmetrically fixedly sleeved with an end face tooth ring (602), and the two end face tooth rings (602) are respectively arranged at the top and bottom positions of the double-sided tooth plate (501), the front side of the detector housing (3) is provided with a vertical groove (603) that matches the transmission groove (503), the lower part of the outer ring of the adjusting cylinder (601) is fixedly sleeved with a connecting bearing (604), the outer ring of the connecting bearing (604) is fixedly connected with an adjusting pin (605), and the adjusting pin (605) is slidably connected to the inside of the vertical groove (603); An adjustment 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 adjustment plate (606), and an end of the adjustment pin (605) away from the connecting bearing (604) is slidably connected to the inside of 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 adjustment plate (606), the lower part of the outer wall of the detector housing (3) is rotatably connected to a limit rod (609), one end of the limit rod (609) is hinged to the other end of the lever (608), the surface of the limit rod (609) is movably sleeved with a limit ring (610) that matches the lever (608), and a limit spring (611) is movably connected between the surface of the limit ring (610) and the middle part of the limit rod (609).

2. The aircraft engine blade profile detection device according to claim 1, characterized in that: The driving mechanism (5) comprises a double-sided tooth plate (501), the double-sided tooth plate (501) is transversely fixedly connected to the middle position of the front side of the support frame (2), the top of the detector housing (3) is fixedly connected to a transmission motor (502), a transmission groove (503) is provided inside the detector housing (3), the upper part of the transmission groove (503) is arranged to pass through the rear side of the detector housing (3), a transmission rod (504) is rotatably connected inside the transmission groove (503), and the top of the transmission rod (504) is fixedly connected to the rotating end of the transmission motor (502).

3. The aircraft engine blade profile detection device according to claim 2, characterized in that: The surface of the transmission rod (504) is provided with four positioning grooves at equal intervals along the circumference, and positioning blocks are fixedly connected to the four sides of the inner wall of the adjustment cylinder (601), and the four positioning blocks are slidably connected to the inside of the four positioning grooves respectively.

4. The aircraft engine blade profile detection device according to claim 3, characterized in that: One end of the lever (608) is provided with a main groove, and both sides of the inner wall of the main groove are provided with main waist-shaped grooves. The bottom of the adjustment plate (606) is fixedly connected with a hinge block, and the adjustment plate (606) is slidably installed inside the main waist-shaped groove through the hinge block. The other end of the lever (608) is provided with a groove, and a hinge pin is fixedly connected between the two sides of the inner wall of the groove. The side of the limiting rod (609) close to the lever (608) is provided with a through groove, and the middle part of the hinge pin is slidably connected to the inside of the through groove.

5. The aircraft engine blade profile detection device according to claim 4, characterized in that: The trigger mechanism (7) includes a movable groove (701), wherein the movable grooves (701) are provided in two numbers and are symmetrically arranged on both sides of the inner wall of the transmission groove (503); a main bevel gear (702) is fixedly sleeved on the lower portion of the transmission rod (504); a movable rod (703) is vertically slidably connected inside the movable groove (701); a slave bevel gear (704) matching the main bevel gear (702) is fixedly sleeved on the top of the movable rod (703); and a synchronous gear (705) is installed on the upper portion of the movable rod (703); A T-shaped slot (706) is provided at the lower portion of the front side of the detector housing (3), the T-shaped slot (706) and the two movable slots (701) are arranged to penetrate each other, a cross bar (707) is symmetrically slidably connected inside the T-shaped slot (706), a rear end of the cross bar (707) is fixedly connected to a synchronous rack (708) that matches the synchronous gear (705), a compression spring (709) is fixedly connected between the middle portions of the two cross bars (707), and a front end of the cross bar (707) is fixedly connected to an arc-shaped push plate (710) that matches the lever (608); A reset groove (711) cooperating with the movable groove (701) is symmetrically provided at the lower portion of the inner wall of the detector housing (3); the bottom of the movable rod (703) extends to the inside of the corresponding reset groove (711); the bottom of the movable rod (703) is rotatably connected to a trigger rod (712); 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); and the trigger rod (712) is movably inserted into the bottom position of the detector housing (3).

6. The aircraft engine blade profile detection device according to claim 5, characterized in that: The cross section of the trigger rod (712) is set to be rectangular, the lower parts of the two trigger rods (712) on opposite sides are set to be inclined surfaces, and the bottom of the trigger rod (712) is set flush with the bottom of the detection probe (4); The top of the trigger rod (712) is fixedly connected to a mounting bearing, the bottom of the movable rod (703) is fixedly connected to the inner ring of the mounting bearing, and the surface of the movable rod (703) is fixedly connected to the inner ring of the synchronous gear (705) via a friction coupling.

7. The aircraft engine blade profile detection device according to claim 6, characterized in that: 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 twice the distance from the bevel gear (704) to the main bevel gear (702).

8. The aircraft engine blade profile detection device according to claim 7, characterized in that: The surface of the support frame (2) is symmetrically fixedly connected with guide rods, and the two guide rods are symmetrically arranged with double-sided tooth plates (501); the rear side of the detector housing (3) is symmetrically fixedly connected with guide blocks, and the two guide blocks are respectively slidably connected to the surfaces of the two guide rods; The right side of the support frame (2) is fixedly connected to an electric push rod, which is used to carry out lateral fine adjustment of the support frame (2) and the detector housing (3).

Images