Aircraft engine performance testing device

Abstract

The invention discloses an aircraft engine performance testing device, which belongs to the technical field of aircraft power research and development and comprises a bearing base, a main shaft and an isolation frame. The main shaft has rotational freedom on the bearing base, and a torque sensor is arranged between one end of the main shaft and the bearing base. The isolation frame has a sliding freedom degree on the main shaft, and a thrust sensor is arranged between the isolation frame and the other end of the main shaft. During testing, engine thrust is applied to the isolation frame, and due to the fact that a sliding freedom degree exists between the isolation frame and the main shaft, the displacement trend generated by the isolation frame under the action of the engine thrust is applied to the thrust sensor to obtain thrust data. Engine torque is applied to the isolation frame, the isolation frame transmits the torque to the main shaft, and due to the fact that rotation freedom exists between the main shaft and the bearing base, the rotation trend generated by the main shaft under the action of the torque is directly applied to the torque sensor to obtain torque data.

Description

Technical Field

[0001] The invention belongs to the technical field of aircraft power research and development, and specifically relates to a performance test device for an aircraft engine. Background Art

[0002] As the core power component of an aircraft, the performance of an aircraft engine is directly related to the safety, efficiency, and reliability of the aircraft. Engine performance testing aims to ensure the reliable operation of the engine under design conditions and extreme environments by comprehensively evaluating parameters such as thrust, torque, fuel efficiency, and thermodynamic stability. However, with the development of aviation technology towards wide speed ranges and multi-task adaptability, the limitations of traditional testing methods in aspects such as environmental condition simulation, multi-physical field coupling analysis capabilities, and real-time performance have become increasingly prominent.

[0003] Current mainstream testing methods still rely on ground bench tests to obtain engine performance data by simulating flight conditions. In the actual operation of the engine, there are strong coupling effects among multiple physical fields such as force efficiency, attitude, and thermal performance. Traditional bench tests often only conduct isolated tests for a single physical field, such as separately testing thrust and torque to obtain parameters, resulting in blind spots in the evaluation of cross-field coupling failure modes.

[0004] The patent with the publication number CN203350043U discloses a mechanical performance test bench for a piston engine. The shaft of this test bench is installed on two sliding bearings on the frame, and the engine is installed at one end of the shaft. The torque sensor and the thrust sensor are respectively installed between the shaft and the frame. Although this test bench can synchronously conduct the torque and thrust performance tests of the engine, there are interference and coupling effects between the torque transmission path and the thrust transmission path, resulting in a large deviation between the test data and the actual situation.

[0005] The patent with the publication number CN116481818A discloses a mechanical performance test bench for an aviation piston engine. The test mechanism includes a tensile force test component and a torque test component. The engine is directly connected to the torque test component, and the entire torque test component is placed on a substrate with a slide rail between the bottom and the bench. The tensile force sensor is arranged between the entire torque test component and the bench, and the tensile force test is achieved by generating a displacement trend on the slide rail. This test bench can also synchronously conduct the torque and thrust performance tests of the engine. However, if the inclination attitude condition is introduced into the test, the tensile force test component needs to additionally bear the gravity of the entire torque test component, and the force efficiency conversion situation is very complicated. Summary of the Invention

[0006] The purpose of the present invention is to provide a performance test device for an aircraft engine to solve the problems mentioned in the above existing technologies.

[0007] Provide a performance test device for an aircraft engine, including:

[0008] Bearing base;

[0009] A main shaft having a rotational freedom on the bearing base, and a torque sensor is provided between one end of the main shaft and the bearing base;

[0010] A cage having a sliding freedom on the main shaft, and a thrust sensor is provided between the cage and the other end of the main shaft.

[0011] As a further embodiment of the present invention: The main shaft includes a support frame, the cage transmits torque to the main shaft through the support frame, and there are at least two mutually cooperating synchronous sliding points between the cage and the support frame, and the thrust sensor is arranged between the cage and the support frame.

[0012] At least two groups of sliding points are arranged between the support frame and the cage, and each group of sliding points independently bears part of the load to form a parallel constraint to eliminate the random influence of single-point clearance. The redundant sliding points form "over-positioning" through multi-point contact, forcing the cage to slide along the axis of the main shaft and suppressing the deflection freedom. The high-frequency vibration energy is dissipated through multi-point friction damping, reducing the energy transmitted to the thrust sensor and reducing the numerical fluctuation during the test of the thrust sensor.

[0013] As a further embodiment of the present invention: The support frame includes an end plate, the cage includes an assembly plate, the main shaft extends into the interior of the assembly plate and an elastic member is provided between the main shaft and the assembly plate, and the thrust sensor is arranged between the end plate and the assembly plate.

[0014] When the engine thrust is transmitted to the cage, the assembly plate has a stroke of moving towards the end plate, pressing the thrust sensor between the assembly plate and the end plate, and at the same time the elastic member deforms under the thrust to store potential energy. After the engine stops power output, the thrust on the cage is eliminated. At this time, the potential energy of the elastic member between the assembly plate and the main shaft is released, forcing the assembly plate to move away from the end plate and reset, and unloading the thrust sensor, realizing automatic reset of the test unit after a single test.

[0015] As a further embodiment of the present invention: The support frame further includes a plurality of support plates and a plurality of support rods, and the plurality of support rods are respectively and sequentially cooperated with the end plate and the plurality of support plates to form a frame structure, and the plurality of support plates are detachably connected to the main shaft.

[0016] After the assembly plate and the main shaft are constrained by an elastic member, the spacer and the main shaft no longer have the condition to adjust the relative position relationship. The support plate is detachably connected to the main shaft, that is, the support frame composed of an end plate, a plurality of support rods and a plurality of support plates has the condition to adjust the relative position relationship with the main shaft, so that the position of the end plate relative to the assembly plate is adjustable. Furthermore, the type of the thrust sensor between the end plate and the assembly plate can be flexibly replaced, and the thrust measurement range of different thrust sensors can be adapted to match the thrust tests of different types of engines. In addition, the end plate can move away from the assembly plate as a whole with the support frame to provide an operating space, so that it is not necessary to remove each unit component when replacing the thrust sensor, and the replacement is more convenient.

[0017] As a further embodiment of the present invention: it further includes a damping member, and the damping member is arranged between the engine and the spacer or between the spacer and the main shaft.

[0018] During engine testing, vibration effects will occur, manifested as repeated displacement of the spacer in the axial direction. When this displacement effect is transmitted to the thrust sensor, it will cause measurement fluctuations in the thrust sensor. The damping member is used for vibration energy dissipation to reduce the vibration amplitude of the spacer, so as to reduce the measurement influence of the vibration effect on the thrust sensor.

[0019] As a further embodiment of the present invention: the damping member is a liquid damping grease filled between two sliding end faces.

[0020] The liquid damping grease dissipates vibration energy by viscous shear. Compared with solid damping members, it can eliminate the gap between the sliding end faces to the greatest extent, avoid the deflection of the spacer, and ensure that the thrust is transmitted along the axial direction. The liquid damping grease also has good damping effects at small amplitudes and can lubricate the sliding end faces to ensure smooth movement of the sliding end faces.

[0021] As a further embodiment of the present invention: a thrust bearing is arranged between the bearing base and the main shaft.

[0022] The thrust bearing on the bearing base serves as a supplement to the conventional bearing. It can maintain the rotatable state of the main shaft while bearing the axial force of the main shaft, ensuring that the main shaft will not move axially. Furthermore, the thrust test part and the torque test part are physically isolated, and the two test parts operate independently without interfering with each other.

[0023] As a further embodiment of the present invention: it further includes an inclination adjustment device, which is used to control the pitch angle of the bearing base.

[0024] The inclination angle adjustment device can control the inclination attitude of the engine during operation, and then simulate various working conditions in the actual flight process of the engine to obtain the performance parameters of the engine in different attitudes. Since the thrust test part is located at the front end of the test system, after the engine has an inclination angle, the only factor interfering with the thrust measurement is the isolation frame. The structural interference and force are simple, and the influence can be eliminated only by simple conversion. Since there is no axial degree of freedom of the main shaft, after the engine has an inclination angle, the torque sensor will not be affected by the axial force of the main shaft.

[0025] As a further embodiment of the present invention: the inclination angle adjustment device includes a driving mechanism, a slide rail, a hinge seat and an adjustment rod. One end of the bearing base is hinged to the hinge seat. The driving mechanism is used to drive one end of the adjustment rod to slide along the slide rail, and the other end of the adjustment rod is hinged to the other end of the bearing base.

[0026] The hinge seat and the adjustment rod provide multi-point support for the bearing base. The adjustment rod uses the crank-slider model structure to convert the displacement of its own end on the slide rail into the change of the rotation angle of the bearing base, significantly extending the effective driving stroke. When the end of the adjustment rod moves, the hinge point between the adjustment rod and the bearing base forms an adaptive displacement, so that the bearing base has a large non-polar adjustment range of the pitch angle relative to the hinge seat.

[0027] As a further embodiment of the present invention: a plurality of mounting brackets extending towards the engine are provided on the isolation frame, and temperature measuring sensors are provided on the mounting brackets.

[0028] The mounting bracket can move along with the adjustment of the pitch angle of the isolation frame, so that the temperature measuring sensor on the mounting bracket can perform real-time temperature measurement relative to the engine to obtain the temperature change parameters during the operation of the engine.

[0029] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0030] During the test, the engine thrust is applied to the isolation frame. Since there is a sliding degree of freedom between the isolation frame and the main shaft, the displacement trend generated by the isolation frame under the action of the engine thrust is applied to the thrust sensor to obtain the thrust data. The engine torque is applied to the isolation frame, and the isolation frame transmits the torque to the main shaft. Since there is a rotational degree of freedom between the main shaft and the bearing base, the rotational trend generated by the main shaft under the action of the torque is directly applied to the torque sensor to obtain the torque data.

[0031] Since the main shaft does not have the freedom of axial displacement on the bearing base, when the main shaft resists the acting force transmitted by the thrust sensor, it only transmits the axial force to the bearing base and will not act on the torque sensor. And because the cage and the main shaft have the same rotational tendency, the thrust sensor will not be affected by the torque of the main shaft. While the test device realizes the synchronous test of thrust and torque, it ensures that the transmission paths of each acting force are independent, eliminates the acting force coupling effect, and improves the accuracy of the parameters obtained during the engine test. Brief Description of the Drawings

[0032] In order to more clearly illustrate the technical solutions in the embodiments of the present drawings or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following-described drawings are only some embodiments of the present drawings. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on the structures shown in these drawings.

[0033] Figure 1 It is a schematic diagram of the overall structure of the aircraft engine performance test device;

[0034] Figure 2 It is a side view of the aircraft engine performance test device;

[0035] Figure 3 It is a schematic diagram of a partial structure of the aircraft engine performance test device;

[0036] Figure 4 It is a sectional structure diagram of the aircraft engine performance test device;

[0037] Figure 5 It is a structural distribution diagram of the damping member provided by the embodiment of the present invention.

[0038] In the figure: 1, bearing base; 2, main shaft; 21, support frame; 211, end plate; 212, support plate; 213, support rod; 3, cage; 31, assembly plate; 32, mounting frame; 33, temperature measuring sensor; 4, torque sensor; 5, thrust sensor; 6, damping member; 7, thrust bearing; 8, inclination adjustment device; 81, drive mechanism; 82, slide rail; 83, hinge seat; 84, adjustment rod; 9, elastic member. Detailed Embodiments

[0039] In order to make the purpose, technical solutions and advantages of the present invention clearer, the following will describe and explain the present invention in conjunction with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention. Based on the embodiments provided by the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0040] Obviously, the accompanying drawings in the following description are only some examples or embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, the present invention can also be applied to other similar scenarios based on these drawings. In addition, it can also be understood that although the efforts made in such a development process may be complex and lengthy, for those of ordinary skill in the art related to the content disclosed in the present invention, some design, manufacturing, or production changes based on the technical content disclosed in the present invention are only conventional technical means and should not be understood as insufficient disclosure of the content of the present invention.

[0041] However, there will be cases where unnecessary details are omitted. For example, there are cases where the detailed description of well-known matters is omitted and the repeated description of actually identical structures is omitted. This is to avoid the following description from becoming unnecessarily lengthy and to facilitate the understanding of those skilled in the art. In addition, the accompanying drawings and the following description are provided for those skilled in the art to fully understand the present invention and are not intended to limit the subject matter recited in the claims.

[0042] Please refer to Figure 1-2 As shown, the aircraft engine performance test device in the embodiment of the present invention includes a bearing base 1, a main shaft 2, and an isolation frame 3. The main shaft 2 has rotational freedom on the bearing base 1, and a torque sensor 4 is provided between one end of the main shaft 2 and the bearing base 1. The isolation frame 3 has sliding freedom on the main shaft 2, and a thrust sensor 5 is provided between the isolation frame 3 and the other end of the main shaft 2.

[0043] In particular, the main shaft 2 only has rotational freedom on the bearing base 1, and the isolation frame 3 only has sliding freedom on the main shaft 2. Here, it should be noted that the small axial displacement between the main shaft 2 and the bearing base 1 caused by mechanical processing and assembly errors does not represent that the main shaft 2 has axial sliding freedom relative to the bearing base 1, and the influence of this small displacement on the torque sensor 4 can be ignored.

[0044] During the test, the engine torque is transmitted to the main shaft 2 through the isolation frame 3, and the rotational freedom of the main shaft 2 further transmits the torque to the torque sensor 4 to obtain torque data. The engine thrust pushes the isolation frame 3 to slide along the main shaft 2, and the sliding freedom of the isolation frame 3 transmits the axial force to the thrust sensor 5 to obtain thrust data. The rotational freedom of the main shaft 2 and the sliding freedom of the isolation frame 3 are orthogonal, and the main shaft 2 is restricted from axial displacement by the bearing base 1, physically isolating the torque and thrust transmission paths and avoiding mechanical cross-interference.

[0045] Specifically, please refer to Figure 3 and Figure 4As shown, the main shaft 2 has a support frame 21 that mates with it radially. The engine torque borne by the spacer 3 is transmitted to the main shaft 2 through the support frame 21, and the thrust sensor 5 is disposed between the spacer 3 and the support frame 21. There are at least two mutually cooperating synchronous sliding points between the spacer 3 and the support frame 21, that is, there are at least two sliding end faces between the spacer 3 and the support frame 21, and as the spacer 3 moves relative to the support frame 21, the two sliding end faces move synchronously.

[0046] In the sliding connection between the spacer 3 and the support frame 21, if only relying on a single sliding point, the inevitable clearance due to machining and assembly errors will cause the high-frequency vibration of the engine to be transmitted to the thrust sensor 5 through the clearance, resulting in signal noise; the thrust transmission direction deviates from the axis of the main shaft 2, generating a lateral component force and reducing the measurement accuracy. The redundant sliding points form contact compensation through multi-point contact, forming multi-point constraints and dynamic load sharing, forcing the spacer 3 to slide along the axis direction of the main shaft 2 and suppressing the degree of freedom of deflection. This design not only improves the test accuracy but also significantly enhances the reliability and environmental adaptability of the system, providing a structural basis for the complex working condition test of a wide-speed-range engine.

[0047] In a specific embodiment, there are three or four synchronous sliding points between the spacer 3 and the support frame 21. Since the support frame 21 needs to bear the spacer 3 and the engine and propeller assembly installed on the spacer 3, the strength requirement for the support frame 21 is relatively high to meet the test requirements of large engines. This design converts the planar support structure composed of two enlarged-diameter sliding points into a three-dimensional support structure composed of three or four enlarged-diameter sliding points, increasing the sectional moment of inertia of the support frame 21, significantly improving the support strength and stability of the support frame 21, and providing sufficient contact compensation for the sliding end faces. The number of synchronous sliding points should not exceed four to avoid excessive contact interference points resulting in unsmooth sliding between the support frame 21 and the spacer 3 and jamming.

[0048] Further, please refer to Figure 3 and Figure 4 As shown, a end plate 211 is provided at the end of the support frame 21 close to the engine, an assembly plate 31 is provided at the end of the spacer 3 close to the main shaft, and the thrust sensor 5 is disposed between the end plate 211 and the assembly plate 31. An elastic member 9 is provided between the assembly plate 31 and the main shaft 2. The elastic member 9 is used to make the assembly plate 31 move a certain distance towards the end plate 211 under the traction of the engine thrust so that the thrust sensor 5 can obtain thrust data, and at the end of the test, force the assembly plate 31 to return to the initial position to realize automatic initialization of the measurement of the thrust sensor 5.

[0049] In a specific embodiment, a cavity is formed inside the assembly plate 31, the main shaft 2 extends into the interior of the assembly plate 31, and the elastic member 9 is disposed between the inner cavity of the assembly plate 31 and the main shaft 2. This structure makes full use of the internal space of the assembly plate 31, improves the system integration degree, indirectly reduces the extension length of the support frame 21, and thus reduces the combined force on the main shaft 2.

[0050] In a specific embodiment, the elastic member 9 is a spring or a damping sheet, and preferably a damping sheet. The spring disposed between the assembly plate 31 and the main shaft 2 can provide an axial restoring force, but the spring cannot withstand lateral forces. The damping sheet is filled between the assembly plate 31 and the main shaft 2. In addition to providing an axial restoring force, it can also form a radial auxiliary support between the assembly plate 31 and the main shaft 2. Through the radial supporting force provided by the damping sheet, part of the acting force from the isolation frame 3 on the end of the support frame 21 can directly act on the main shaft 2, avoiding the situation that the support frame 21 bears excessive bending moment due to the lack of a support point at the end of the support frame 21, and at the same time, it will not form a rigid connection to hinder the normal movement of the assembly plate 31. In addition, the advantage of the spring is that it has a large compression stroke, but in the test scenario of the present invention, the thrust sensor 5 only needs a small deformation to perform thrust measurement, and the small deformation stroke of the damping sheet is sufficient to meet the deformation stroke requirement of the thrust sensor 5.

[0051] Furthermore, the support frame 21 further includes a plurality of support plates 212 and a plurality of support rods 213, and the connection between the plurality of support plates 212 and the main shaft 2 is detachable. One end of the support rod 213 is assembled with the end plate 211, and this end of the support rod 213 is the part directly bearing the acting force of the isolation frame 3 and the engine. The support plate 212 provides a path for the support rod 213 to transmit the acting force to the main shaft 2. The detachable connection between the support frame 21 and the main shaft 2 enables the relative distance between the end plate 211 and the assembly plate 31 to be adjustable, and thus the loading and unloading of the thrust sensor 5 can be realized without removing each component unit. The detachable connection method can specifically be a clamp connection.

[0052] The support plate 212 is fixedly connected between the end of the support rod 213 far from the end plate 211 and the plurality of support rods 213 to resist the axial force exerted on the support rod 213 when the isolation frame 3 moves. The connection between the support plate 212 located between the two ends of the support rod 213 and the plurality of support rods 213 can be a sliding connection. Since the relative position between the support rod 213 and the main shaft 2 does not change, this part of the support plate 212 only transmits the torque force to the main shaft 2 and does not transmit the axial force, so there is no displacement tendency. When it is necessary to load and unload the thrust sensor 5, the middle support plate 212 can be disconnected from the main shaft 2, and the middle support plate 212 can be pushed to the position of the end support plate 212, thereby providing an avoidance space for the extension of the support frame 21, that is, the increase in the distance between the end plate 211 and the assembly plate 31, facilitating the operation of the thrust sensor 5.

[0053] Please refer to Figure 1and Figure 5 As shown, the test device further includes a damping member 6, which is disposed between the engine and the isolation frame 3 or between the isolation frame 3 and the main shaft 2. The damping member 6 can be a spring or a damping sheet disposed between the engine and the isolation frame 3, but the spring or the damping sheet usually has a better vibration suppression effect under the low-frequency and high-pair vibration conditions. The damping member 6 is selected as a liquid damping grease filled between two sliding end faces. The liquid damping grease converts the vibration energy into heat energy by using the shear force of the viscous fluid, and can adapt to different vibration intensities by using the non-Newtonian fluid characteristics, and can effectively suppress the high-frequency and low-pair vibration conditions.

[0054] Please refer Figure 1 As shown in FIGS. 4, two bearing seats are provided on the bearing base 1, and the main shaft 2 is respectively assembled with the two bearing seats. In addition to the conventional bearings that play a radial supporting role in the bearing base 1, a thrust bearing 7 is provided between the bearing base 1 and the main shaft 2. The thrust bearing 7 bears the axial load of the main shaft 2 and significantly improves the supporting force of the bearing base 1 on the main shaft 2 in the axial direction of the main shaft 2. This design enables the acting force exerted by the main shaft 2 on the bearing base 1 to gradually change from radial to axial when the bearing base 1 is adjusted in the pitch angle, and this acting force needs to consider the switching process dominated by the engine thrust and gravity. Therefore, the setting of the thrust bearing 7 can significantly improve the bearing base 1's resistance to axial force.

[0055] Please refer to Figure 1 and Figure 2 As shown, the test device further includes an inclination angle adjusting device 8. In the performance test of the aircraft engine, the core function of the inclination angle adjusting device 8 is to simulate the attitude changes of the aircraft under complex maneuvering conditions such as climbing, diving, and rolling, so as to obtain parameters such as thrust and torque of the engine in different inclination angle environments. The axial limit between the main shaft 2 and the bearing base 1 ensures that the measurement of the torque sensor 4 will not be affected after the inclination angle adjusting device 8 adjusts the inclination angle of the engine.

[0056] Specifically, the inclination angle adjusting device 8 includes a driving mechanism 81, a slide rail 82, a hinge seat 83, and an adjusting rod 84. The bearing base 1 is hinged to the hinge seat 83. The driving mechanism 81 pushes one end of the adjusting rod 84 to slide along the slide rail 82, and the other end of the adjusting rod 84 converts the linear displacement into the pitch angle change of the bearing base 1 through a hinge point with the bearing base 1. When the adjusting rod 84 moves towards the engine direction on the slide rail 82, the bearing base 1 rotates upward, simulating the scenario of increasing the engine elevation angle; when the adjusting rod 84 moves away from the engine direction on the slide rail 82, the bearing base 1 rotates downward, simulating the downward pressure attitude of the engine.

[0057] Furthermore, drive mechanism 81 includes a screw, a nut, and a drive motor. The screw is threadedly connected to the nut. The drive motor rotates the screw, thereby driving the nut to move on the slide rail 82. The adjustment rod 84 is hinged to the nut. The displacement gain is set by the screw lead. The smaller the lead, the smaller the average movement path at the same speed, which can significantly improve the angle adjustment resolution. When the screw lead angle is less than the friction angle, the system automatically locks the position in the power-off state, effectively preventing the bearing base 1 from tipping over and causing damage to the test engine in the event of a power outage or failure of the drive force.

[0058] Further, see Figure 1 and Figure 3 As shown, the isolation frame 3 is equipped with several mounting brackets 32 extending toward the engine. Temperature sensors 33 are mounted on these mounting brackets 32. These brackets extend close to the engine, securing the temperature sensors 33 at key temperature measurement points to ensure they accurately capture the target area's temperature. The mounting brackets 32 can move with the pitch adjustment of the isolation frame 3, allowing the temperature sensors 33 on these mounting brackets 32 to measure the engine's temperature in real time, thereby capturing temperature fluctuations during engine operation.

[0059] It should be noted that the present invention is not limited to the above-mentioned embodiments. The above-mentioned embodiments are merely examples, and any embodiments having substantially the same structure and effect as the technical concept within the scope of the technical solution of the present invention are all included in the technical scope of the present invention. In addition, without departing from the scope of the present invention, other embodiments that can be conceived by those skilled in the art and that combine some of the constituent elements in the embodiments are also included in the scope of the present invention.

Claims

1. An aircraft engine performance testing device, characterized in that, Comprising: Bearing base (1); Main shaft (2), which has a rotational freedom on the bearing base (1), and a torque sensor (4) is provided between one end of the main shaft (2) and the bearing base (1); Cage (3), which has a sliding freedom on the main shaft (2), and a thrust sensor (5) is provided between the cage (3) and the other end of the main shaft (2).

2. The performance testing device for an aircraft engine according to claim 1, wherein The main shaft (2) includes a support frame (21), the cage (3) transmits torque to the main shaft (2) through the support frame (21), and there are at least two mutually cooperating synchronous sliding points between the cage (3) and the support frame (21), and the thrust sensor (5) is arranged between the cage (3) and the support frame (21).

3. An aircraft engine performance test device according to claim 2, wherein, The support frame (21) includes an end plate (211), the cage (3) includes an assembly plate (31), the main shaft (2) extends into the interior of the assembly plate (31) and an elastic member (9) is provided between the main shaft (2) and the assembly plate (31), and the thrust sensor (5) is arranged between the end plate (211) and the assembly plate (31).

4. The performance testing device for an aircraft engine according to claim 3, wherein, The support frame (21) further includes a plurality of support plates (212) and a plurality of support rods (213), and the plurality of support rods (213) are respectively and sequentially cooperated with the end plate (211) and the plurality of support plates (212) to form a frame structure, and the plurality of support plates (212) are detachably connected to the main shaft (2).

5. The performance testing device for an aircraft engine according to claim 1, characterized in that, It further includes a damping member (6), and the damping member (6) is arranged between the engine and the cage (3) or between the cage (3) and the main shaft (2).

6. The performance testing device for an aircraft engine according to claim 5, characterized in that, The damping member (6) is a liquid damping grease filled between two sliding end faces.

7. An aircraft engine performance test device according to claim 1, characterized in that, A thrust bearing (7) is provided between the bearing base (1) and the main shaft (2).

8. An aircraft engine performance test device according to claim 1, characterized in that, It further includes an inclination angle adjusting device (8), which is used to control the pitching angle of the bearing base (1).

9. An aircraft engine performance test device according to claim 8, characterized in that, The inclination angle adjusting device (8) includes a driving mechanism (81), a slide rail (82), a hinge seat (83) and an adjusting rod (84), one end of the bearing base (1) is hinged to the hinge seat (83), the driving mechanism (81) is used to drive one end of the adjusting rod (84) to slide along the slide rail (82), and the other end of the adjusting rod (84) is hinged to the other end of the bearing base (1).

10. The performance testing device for an aircraft engine according to claim 8, wherein A plurality of mounting brackets (32) extending towards the engine are provided on the cage (3), and a temperature measuring sensor (33) is provided on the mounting brackets (32).

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