An aircraft engine performance testing device

Abstract

The application discloses an aircraft engine performance testing device, and belongs to the technical field of aircraft power research and development. The device comprises a bearing base, a main shaft and an isolation frame. The main shaft has a rotational freedom on the bearing base, and a torque sensor is arranged between the main shaft and the bearing base. The isolation frame has a sliding freedom on the main shaft, and a thrust sensor is arranged between the isolation frame and the other end of the main shaft. During testing, the engine thrust is applied to the isolation frame. Since the isolation frame and the main shaft have a sliding freedom, the displacement trend of the isolation frame caused by the engine thrust is applied to the thrust sensor to obtain thrust data. The engine torque is applied to the isolation frame, and the isolation frame transmits the torque to the main shaft. Since the main shaft and the bearing base have a rotational freedom, the rotation trend of the main shaft caused by the torque is directly applied to the torque sensor to obtain torque data.

Description

Technical Field

[0001] This invention belongs to the field of aircraft propulsion research and development technology, specifically an aircraft engine performance testing device. Background Technology

[0002] As the core power component of an aircraft, the performance of the aircraft engine directly affects the aircraft's safety, efficiency, and reliability. Engine performance testing aims to ensure 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, as aviation technology develops towards wider speed ranges and multi-mission adaptability, the limitations of traditional testing methods in environmental condition simulation, multiphysics coupling analysis capabilities, and real-time performance are becoming increasingly apparent.

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

[0004] Patent CN203350043U discloses a test bench for testing the mechanical performance of a piston engine. This test bench mounts a shaft on two sliding bearings on a frame, with the engine mounted at one end of the shaft. Torque and thrust sensors are respectively installed between the shaft and the frame. While this test bench can simultaneously test engine torque and thrust performance, interference and coupling exist between the torque and thrust transmission paths, leading to significant deviations between the test data and actual conditions.

[0005] Patent CN116481818A discloses a test bench for the mechanical performance of an aero-piston engine. The test mechanism includes a tensile testing component and a torque testing component. The engine is directly connected to the torque testing component, which is placed on a base plate with a slide rail between its bottom and the test bench. A tensile sensor is positioned between the torque testing component and the test bench, and tensile testing is achieved by generating a displacement trend on the slide rail. This test bench can also simultaneously test engine torque and thrust performance. However, if tilt angle conditions are introduced into the test, the tensile testing component needs to bear the additional weight of the entire torque testing component, making the force-efficiency conversion very complex. Summary of the Invention

[0006] The purpose of this invention is to provide an aircraft engine performance testing device to solve the problems mentioned in the prior art.

[0007] A device for testing the performance of an aircraft engine is provided, comprising:

[0008] Bearing base;

[0009] A spindle, which has rotational freedom on a bearing base, and a torque sensor is provided between one end of the spindle and the bearing base;

[0010] An isolation frame has sliding freedom on the main shaft, and a thrust sensor is provided between the isolation frame 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 isolation frame transmits torque to the main shaft through the support frame, the isolation frame and the support frame have at least two mutually cooperating synchronous sliding points, and the thrust sensor is disposed between the isolation frame and the support frame.

[0012] At least two sets of sliding points are set between the support frame and the isolation frame. Each set of sliding points independently bears part of the load, forming parallel constraints and eliminating the random influence of single-point clearance. The redundant sliding points form "over-positioning" through multi-point contact, forcing the isolation frame to slide along the main shaft axis and suppressing the deflection degree of freedom. High-frequency vibration energy is dissipated through multi-point friction damping, reducing the energy transmitted to the thrust sensor and reducing the numerical fluctuation of the thrust sensor during testing.

[0013] As a further embodiment of the present invention: the support frame includes an end plate, the isolation frame includes an assembly plate, the main shaft extends into the assembly plate and is provided with an elastic element between the main shaft and the assembly plate, and the thrust sensor is disposed between the end plate and the assembly plate.

[0014] When the engine thrust is transmitted to the isolator, the mounting plate has a stroke that moves towards the end plate, creating pressure on the thrust sensor between the mounting plate and the end plate. Simultaneously, the elastic element deforms under the thrust, storing potential energy. After the engine stops outputting power, the thrust on the isolator is removed. At this point, the potential energy of the elastic element between the mounting plate and the main shaft is released, forcing the mounting plate to move away from the end plate and reset, thus unloading the thrust sensor. This achieves automatic reset of the test unit after each test.

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

[0016] With the assembly plate and main shaft constrained by elastic elements, the relative positional relationship between the isolating frame and the main shaft can no longer be adjusted. The support plate is detachably connected to the main shaft, meaning the support frame, composed of end plates, several struts, and several support plates, allows for adjustment of the relative positional relationship between the end plate and the main shaft, making the position of the end plate relative to the assembly plate adjustable. Furthermore, the thrust sensor models between the end plate and the assembly plate can be flexibly replaced, allowing for thrust range matching different engine models for thrust testing. In addition, the end plate can move away from the assembly plate along with the support frame to provide working space, making thrust sensor replacement more convenient without disassembling individual components.

[0017] As a further embodiment of the present invention, it also includes a damping element, which is disposed between the engine and the isolating frame or between the isolating frame and the main shaft.

[0018] Engine testing generates vibrations, manifested as repeated axial displacement of the isolator. This displacement, when transmitted to the thrust sensor, causes measurement fluctuations. Damping components dissipate vibration energy and reduce the vibration amplitude of the isolator, thereby minimizing the impact of vibration on the thrust sensor's measurement.

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

[0020] Liquid damping grease dissipates vibration energy through viscous shear. Compared to solid damping components, it can minimize the gap between sliding end faces, prevent the isolator from deflecting, and ensure that the thrust is transmitted axially. Liquid damping grease also has good damping effect under small amplitude and can lubricate the sliding end faces, ensuring smooth movement of the sliding end faces.

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

[0022] The thrust bearing, placed on the bearing base as a supplement to the conventional bearing, can maintain the spindle's rotatable state while bearing the axial force of the spindle, ensuring that the spindle will not move axially. This physically isolates the thrust test section from the torque test section, allowing the two test sections to operate independently without interfering with each other.

[0023] As a further embodiment of the present invention, it also includes a tilt adjustment device for controlling the pitch angle of the bearing base.

[0024] The tilt adjustment device controls the engine's tilt angle during operation, thereby simulating various operating conditions during actual flight to obtain engine performance parameters under different attitudes. Since the thrust testing section is located at the front of the testing system, once the engine is tilted, the only factor interfering with thrust measurement is the isolator; structural interference and stress are simple, and the influence can be eliminated with simple calculations. Because the main shaft has no axial degree of freedom, the torque sensor is not affected by the axial force of the main shaft once the engine is tilted.

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

[0026] The hinged seat and adjusting rod provide multi-point support for the bearing base. The adjusting rod utilizes a crank-slider model structure to convert the displacement of its end on the slide rail into a change in the rotation angle of the bearing base, significantly extending the effective drive stroke. When the end of the adjusting rod moves, the hinge point between the adjusting rod and the bearing base forms an adaptive displacement, giving the bearing base a large, stepless pitch angle adjustment range relative to the hinged seat.

[0027] As a further embodiment of the present invention: the isolation frame is provided with a plurality of mounting brackets extending toward the engine direction, and the mounting brackets are provided with temperature sensors.

[0028] The mounting bracket can move along with the pitch angle adjustment of the isolation bracket, allowing the temperature sensor on the mounting bracket to measure the temperature relative to the engine in real time, so as to obtain the temperature change parameters during engine operation.

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

[0030] During testing, engine thrust is applied to the isolator. Due to the sliding degree of freedom between the isolator and the main shaft, the displacement tendency of the isolator caused by the engine thrust is applied to the thrust sensor to obtain thrust data. Engine torque is applied to the isolator, which transmits the torque to the main shaft. Due to the rotational degree of freedom between the main shaft and the bearing base, the rotational tendency of the main shaft caused by the torque is directly applied to the torque sensor to obtain torque data.

[0031] Since the spindle has no axial displacement freedom on the bearing base, it only transmits axial force to the bearing base when resisting the force transmitted by the thrust sensor, and does not affect the torque sensor. Furthermore, because the isolator and spindle have the same rotational tendency, the thrust sensor is not affected by the torque of the spindle. This testing device enables simultaneous thrust and torque testing while ensuring that each force transmission path is independent, eliminating force coupling effects and improving the accuracy of parameters obtained during engine testing. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of this drawing or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this drawing. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0033] Figure 1 A schematic diagram of the overall structure of an aircraft engine performance testing device;

[0034] Figure 2 A side view of an aircraft engine performance testing device;

[0035] Figure 3 This is a partial structural diagram of an aircraft engine performance testing device.

[0036] Figure 4 This is a cross-sectional structural diagram of an aircraft engine performance testing device.

[0037] Figure 5 This is a structural distribution diagram of the damping component provided in an embodiment of the present invention.

[0038] In the diagram: 1. Bearing base; 2. Main shaft; 21. Support frame; 211. End plate; 212. Support plate; 213. Support rod; 3. Isolation frame; 31. Assembly plate; 32. Mounting frame; 33. Temperature sensor; 4. Torque sensor; 5. Thrust sensor; 6. Damping component; 7. Thrust bearing; 8. Tilt adjustment device; 81. Drive mechanism; 82. Slide rail; 83. Hinge seat; 84. Adjusting rod; 9. Elastic component. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. All other embodiments obtained by those skilled in the art based on the embodiments provided by this invention without inventive effort are within the scope of protection of this invention.

[0040] Obviously, the accompanying drawings described below are merely some examples or embodiments of the present invention. Those skilled in the art can apply the present invention to other similar scenarios based on these drawings without any inventive effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this invention, modifications to design, manufacturing, or production based on the technical content disclosed in this invention are merely conventional technical means and should not be construed as insufficient disclosure of the present invention.

[0041] However, there may be instances where unnecessary detailed descriptions are omitted. For example, detailed descriptions of well-known matters or repetitive descriptions of essentially the same structures may be omitted. This is to avoid making the following description unnecessarily lengthy and to facilitate understanding by those skilled in the art. Furthermore, the accompanying drawings and the following description are provided to enable those skilled in the art to fully understand the invention and are not intended to limit the subject matter of the claims.

[0042] Please see Figure 1-2 As shown, the aircraft engine performance testing device in this embodiment of the 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 disposed 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 disposed between the isolation frame 3 and the other end of the main shaft 2.

[0043] Specifically, the spindle 2 has only rotational freedom on the bearing base 1, and the isolation frame 3 has only sliding freedom on the spindle 2. It should be noted that the slight axial displacement between the spindle 2 and the bearing base 1 caused by machining and assembly errors does not mean that the spindle 2 has axial sliding freedom relative to the bearing base 1, and the effect of this slight displacement on the torque sensor 4 is negligible.

[0044] During testing, engine torque is transmitted to main shaft 2 via isolator 3. The rotational degree of freedom of main shaft 2 then transmits the torque to torque sensor 4 to obtain torque data. Engine thrust pushes isolator 3 to slide along main shaft 2. The sliding degree of freedom of isolator 3 transmits axial force to thrust sensor 5 to obtain thrust data. The rotational degree of freedom of main shaft 2 and the sliding degree of freedom of isolator 3 are orthogonal, and the axial displacement of main shaft 2 is restricted by bearing base 1, physically isolating the torque and thrust transmission paths and avoiding mechanical 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 in the radial direction. The engine torque borne by the isolation frame 3 is transmitted to the main shaft 2 through the support frame 21. The thrust sensor 5 is disposed between the isolation frame 3 and the support frame 21. There are at least two cooperating synchronous sliding points between the isolation frame 3 and the support frame 21, that is, there are at least two sliding end faces between the isolation frame 3 and the support frame 21, and the two sliding end faces move synchronously as the isolation frame 3 moves relative to the support frame 21.

[0046] In the sliding connection between the isolation frame 3 and the support frame 21, relying solely on a single sliding point would result in unavoidable clearance due to machining and assembly errors, causing high-frequency engine vibrations to be transmitted to the thrust sensor 5 through the clearance, leading to signal noise. Furthermore, the thrust transmission direction would deviate from the axis of the main shaft 2, generating a lateral component force and reducing measurement accuracy. Redundant sliding points, through multi-point contact, form contact compensation, creating multi-point constraints and dynamic load sharing, forcing the isolation frame 3 to slide along the axis of the main shaft 2 and suppressing deflection degrees of freedom. This design not only improves testing accuracy but also significantly enhances the system's reliability and environmental adaptability, providing a structural foundation for testing engines under complex operating conditions across a wide speed range.

[0047] In one specific embodiment, there are three or four synchronous sliding points between the isolation frame 3 and the support frame 21. Since the support frame 21 needs to support the isolation frame 3 and the engine and propeller assemblies mounted on it, the strength requirements for the support frame 21 are high to meet the testing requirements of large engines. This design transforms the planar support structure composed of two expanded-diameter sliding points into a three-dimensional support structure composed of three or four expanded-diameter sliding points, increasing the 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 that could lead to uneven sliding between the support frame 21 and the isolation frame 3, resulting in jamming.

[0048] Further, please refer to Figure 3 and Figure 4 As shown, the support frame 21 has an end plate 211 near the engine end, and the isolation frame 3 has an assembly plate 31 near the main shaft end. The thrust sensor 5 is located between the end plate 211 and the assembly plate 31. An elastic element 9 is provided between the assembly plate 31 and the main shaft 2. The elastic element 9 is used to force the assembly plate 31 to return to its initial position at the end of the test after the thrust sensor 5 has acquired thrust data, after the engine thrust pulls the assembly plate 31 towards the end plate 211 for a certain distance. This achieves automatic initialization of the thrust sensor 5 measurement.

[0049] In one specific embodiment, a cavity is formed inside the assembly plate 31, the spindle 2 extends into the assembly plate 31, and an elastic element 9 is disposed between the inner cavity of the assembly plate 31 and the spindle 2. This structure makes full use of the internal space of the assembly plate 31, improves the system integration, and indirectly reduces the extension length of the support frame 21, thereby reducing the combined force on the spindle 2.

[0050] In one specific embodiment, the elastic element 9 is a spring or a damping plate, preferably a damping plate. The spring, located between the mounting plate 31 and the main shaft 2, provides axial restoring force, but cannot withstand lateral forces. The damping plate, filling the space between the mounting plate 31 and the main shaft 2, provides axial restoring force and also forms radial auxiliary support between them. Through the radial support force provided by the damping plate, part of the force from the isolation frame 3 borne by the end of the support frame 21 can be directly applied to the main shaft 2, preventing the support frame 21 from bearing excessive bending moment due to a lack of support points at its end, while also avoiding a rigid connection that hinders the normal movement of the mounting plate 31. Furthermore, while the spring has the advantage of a large compression stroke, in the test scenario of this invention, the thrust sensor 5 only requires a small deformation to measure thrust, and the small deformation stroke of the damping plate is sufficient to meet the deformation stroke requirements of the thrust sensor 5.

[0051] Furthermore, the support frame 21 also includes several support plates 212 and several support rods 213, with the support plates 212 detachably connected to the main shaft 2. One end of the support rod 213 is assembled with the end plate 211, and this end of the support rod 213 directly bears the force of the isolation frame 3 and the engine. The support plates 212 provide a path for the support rod 213 to transmit the force to the main shaft 2. The detachable connection between the support frame 21 and the main shaft 2 allows for adjustment of the relative distance between the end plate 211 and the mounting plate 31, thereby enabling the installation and removal of the thrust sensor 5 without disassembling the individual component units. The detachable connection method can specifically be a clamp connection.

[0052] The support plate 212 is fixedly connected to several support rods 213 at the end of the support rod 213 away from the end plate 211 to resist the axial force applied to the support rod 213 when the isolation frame 3 moves. The support plate 212 located between the two ends of the support rod 213 can be slidably connected to several support rods 213. Since the relative positions between the support rod 213 and the main shaft 2 do not change, this part of the support plate 212 only transmits torque force to the main shaft 2 and does not transmit axial force, so there is no tendency for displacement. When it is necessary to install or remove the thrust sensor 5, the middle support plate 212 can be released from the fixed state with the main shaft 2 and pushed to the position of the end support plate 212, thereby providing clearance space for the extension of the support frame 21, that is, the increase in the distance between the end plate 211 and the mounting plate 31, which facilitates the operation of the thrust sensor 5.

[0053] Please see Figure 1and Figure 5 As shown, the testing device also includes a damping component 6, which is disposed between the engine and the isolator 3 or between the isolator 3 and the main shaft 2. The damping component 6 can be a spring or a damping plate disposed between the engine and the isolator 3, but springs or damping plates generally have a better vibration suppression effect under low-frequency, high-pair vibration conditions. The damping component 6 is made of liquid damping grease filled between the two sliding end faces. The liquid damping grease utilizes the viscous fluid shear force to convert vibration energy into heat energy and can adapt to different vibration intensities using non-Newtonian fluid characteristics, effectively suppressing high-frequency, low-pair vibration conditions.

[0054] Please refer to Figure 1 As shown in Figure 4, the bearing base 1 has two bearing seats, and the main shaft 2 is assembled with each of the two bearing seats. In addition to the conventional bearings that provide radial support, a thrust bearing 7 is installed 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 axial support force of the bearing base 1 on the main shaft 2. This design allows the force exerted by the main shaft 2 on the bearing base 1 to gradually change from radial to axial when the pitch angle is adjusted. Furthermore, this force needs to consider the switching process between engine thrust dominance and gravity dominance; therefore, the installation of the thrust bearing 7 significantly improves the bearing base 1's resistance to axial forces.

[0055] Please see Figure 1 and Figure 2 As shown, the testing device also includes a tilt adjustment device 8. In aircraft engine performance testing, the core function of the tilt adjustment device 8 is to simulate the attitude changes of the aircraft under complex maneuvering conditions such as climb, dive, and roll, in order to obtain parameters such as thrust and torque of the engine under different tilt angles. The axial limit between the main shaft 2 and the bearing base 1 ensures that the tilt adjustment device 8 will not affect the measurement of the torque sensor 4 after adjusting the engine tilt angle.

[0056] Specifically, the tilt adjustment device 8 includes a drive 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 drive mechanism 81 pushes one end of the adjusting rod 84 to slide along the slide rail 82. The other end of the adjusting rod 84 is connected to the bearing base 1 through a hinge point, converting the linear displacement into a change in the pitch angle of the bearing base 1. When the adjusting rod 84 moves towards the engine on the slide rail 82, the bearing base 1 rotates upward, simulating an increase in the engine's pitch angle. When the adjusting rod 84 moves away from the engine on the slide rail 82, the bearing base 1 rotates downward, simulating a downward tilting posture of the engine.

[0057] Furthermore, the drive mechanism 81 includes a lead screw, a nut, and a drive motor. The lead screw and nut are threadedly connected, and the drive motor drives the lead screw to rotate, thereby driving the nut to move on the slide rail 82. The adjusting rod 84 is hinged to the nut. The displacement gain is set by the lead 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 lead 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 damaging the test engine in the event of power failure or failure of the driving force.

[0058] Further, please refer to Figure 1 and Figure 3 As shown, the isolation frame 3 is equipped with several mounting brackets 32 extending towards the engine, and temperature sensors 33 are mounted on the mounting brackets 32. The mounting brackets 32 extend to the vicinity of the engine, fixing the temperature sensors 33 at key temperature measurement points to ensure that the temperature sensors 33 accurately capture the temperature of the target area. The mounting brackets 32 can move with the pitch angle adjustment of the isolation frame 3, so that the temperature sensors 33 on the mounting brackets 32 can perform real-time temperature measurement relative to the engine to obtain temperature change parameters during engine operation.

[0059] It should be noted that the present invention is not limited to the above-described embodiments. The above embodiments are merely examples, and any embodiments that have the same structure and perform the same effects as the technical concept within the scope of the present invention are included within the scope of the present invention. Furthermore, various modifications that can be conceived by those skilled in the art to the embodiments, and other ways of constructing by combining some of the constituent elements of the embodiments, without departing from the spirit of the present invention, are also included within the scope of the present invention.

Claims

1. A device for testing the performance of an aircraft engine, characterized in that, include: Bearing base (1); 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). An isolation frame (3) has a sliding degree of 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). The main shaft (2) includes a support frame (21), and the isolation frame (3) transmits torque to the main shaft (2) through the support frame (21). There are at least two synchronous sliding points between the isolation frame (3) and the support frame (21), and the thrust sensor (5) is located between the isolation frame (3) and the support frame (21).

2. The aircraft engine performance testing device according to claim 1, characterized in that, The support frame (21) includes an end plate (211), the isolation frame (3) includes an assembly plate (31), the main shaft (2) extends into the assembly plate (31) and an elastic element (9) is provided between the main shaft (31) and the assembly plate (31), and the thrust sensor (5) is provided between the end plate (211) and the assembly plate (31).

3. The aircraft engine performance testing device according to claim 2, characterized in that, The support frame (21) also includes several support plates (212) and several support rods (213). The several support rods (213) cooperate with the end plate (211) and several support plates (212) in turn to form a frame structure. The several support plates (212) are detachably connected to the main shaft (2).

4. The aircraft engine performance testing device according to claim 1, characterized in that, It also includes a damping element (6), which is disposed between the engine and the isolation frame (3) or between the isolation frame (3) and the main shaft (2).

5. The aircraft engine performance testing device according to claim 4, characterized in that, The damping element (6) is a liquid damping grease filled between the two sliding end faces.

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

7. The aircraft engine performance testing device according to claim 1, characterized in that, It also includes a tilt adjustment device (8) for controlling the pitch angle of the bearing base (1).

8. The aircraft engine performance testing device according to claim 7, characterized in that, The tilt adjustment device (8) includes a drive mechanism (81), a slide rail (82), a hinge seat (83), and an adjustment rod (84). One end of the bearing base (1) is hinged to the hinge seat (83). The drive mechanism (81) is used to drive one end of the adjustment rod (84) to slide along the slide rail (82). The other end of the adjustment rod (84) is hinged to the other end of the bearing base (1).

9. The aircraft engine performance testing device according to claim 7, characterized in that, The isolation frame (3) is provided with a number of mounting brackets (32) extending toward the engine, and the mounting brackets (32) are provided with temperature sensors (33).

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