A pressure testing device for an engine housing

Abstract

The application provides a pressure testing device for an engine shell, and belongs to the technical field of engine detection. The device comprises a base, a supporting assembly, a driving assembly, a lifting assembly and a pressure head. The base is provided with a power coupling part. The supporting assembly comprises a supporting frame rotatably arranged on the base and at least two groups of positioning columns arranged on the supporting frame, wherein the positioning columns are used for radially limiting the engine shell. The driving assembly is in transmission connection with the supporting frame to drive the supporting frame to rotate on the base. The lifting assembly is arranged on the supporting frame and has a lifting part used for supporting the engine shell. The lifting part is intermittently matched with the power coupling part in the process of rotation of the supporting frame, so that the lifting part is intermittently moved vertically upward or vertically downward by a preset height. The pressure head is slidably arranged on the base and is used for applying pressure to the outer surface of the engine shell. The application can continuously, without dead angle and standardize, test the pressure of the engine shell, and meets the needs of high-quality manufacturing and detection of modern engines.

Description

Technical Field

[0001] This invention relates to the field of engine testing technology, and in particular to a pressure testing device for an engine casing. Background Technology

[0002] The engine casing is a critical pressure-bearing component that houses high-temperature, high-pressure working fluids, and its structural strength directly affects the safety and reliability of the equipment. To ensure that it can withstand design conditions throughout its entire lifespan without failure, precise and reliable pressure testing must be conducted on critical areas of the casing where stress concentrations or high risks occur.

[0003] Currently, engine casing pressure testing typically involves applying pressure to the casing surface using a fixed or manually operated pressure test head. However, the large, complex curved surface structure of engine casings presents a significant challenge in accurately locating and testing specific localized areas within these complex curved surfaces.

[0004] Specifically, fixed testing devices struggle to continuously conform to complex curved surfaces, especially the circumferential sidewalls of the casing, leading to scattered test points and the omission of potential defects. While manual handheld methods offer greater flexibility, they cannot guarantee uniform and continuous pressure applied to curved surfaces at different heights in these specific local areas. Furthermore, they struggle to precisely control the contact point position and the consistency of the test head's movement speed, resulting in poor comparability of test results across different areas or in different tests. All of these factors affect the standardization and reliability of testing, failing to meet the demands of high-quality manufacturing and testing for modern engines. Summary of the Invention

[0005] Based on this, the purpose of this invention is to provide a pressure testing device for engine housing, which is designed to perform continuous, comprehensive, and standardized pressure testing on specific local areas of the engine housing, thereby improving the comprehensiveness, efficiency, and consistency of the test and meeting the needs of high-quality manufacturing and testing of modern engines.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a pressure testing device for an engine housing, comprising a base, a support assembly, a drive assembly, a lifting assembly, and a pressure head. The base is provided with a power coupling portion. The support assembly includes a support frame rotatably mounted on the base and at least two sets of positioning columns mounted on the support frame, wherein the positioning columns are used to radially limit the engine housing. The drive assembly is drively connected to the support frame to drive the support frame to rotate on the base. The lifting assembly is mounted on the support frame and has a lifting portion for supporting the engine housing. During the rotation of the support frame, the lifting portion intermittently engages with the power coupling portion to intermittently move vertically upward or vertically downward to a preset height. The pressure head is slidably mounted on the base for applying pressure to the outer surface of the engine housing.

[0007] In addition, the pressure testing device for the engine housing according to the present invention may also have the following additional technical features: Furthermore, the drive assembly includes a rotary driver, a worm gear, and a turbine. The rotary driver is mounted on the base, the worm gear is poweredly connected to the rotary driver, the turbine is rotatably mounted on the base, and the turbine is coaxially connected to the support frame.

[0008] Furthermore, the base is provided with an arc-shaped rack, and the lifting assembly includes a lead screw, a gear component, and a support component. The lead screw is rotatably connected to the support frame and axially limited on the support frame. The gear component is disposed on the lead screw and periodically meshes with the arc-shaped rack. The support component is threadedly connected to the lead screw and rotatably limited on the support frame.

[0009] Furthermore, the support member includes a support ring, which is slidably sleeved on the positioning post.

[0010] Furthermore, a threaded sleeve is vertically provided on the support ring, and the threaded sleeve has a threaded hole in its axial direction. The top end of the lead screw is threaded into the threaded hole.

[0011] Furthermore, the threaded sleeve is also provided with a limiting hole coaxial with the threaded hole in the axial direction. The diameter of the limiting hole is larger than the diameter of the lead screw, and the top end of the lead screw is threadedly connected to a limiting block that matches the diameter of the limiting hole.

[0012] Furthermore, the support frame is provided with an assembly hole, a bearing is fixedly installed in the assembly hole, and the lead screw passes through the assembly hole and is interference-fitted with the inner ring of the bearing.

[0013] Furthermore, a set of positioning columns are coaxially arranged with the support frame and have a through sliding hole in the radial direction. The pressure testing device for the engine housing also includes a locking mechanism, which includes a sliding rod, a first elastic mechanism, a clamping block, a slider, and a second elastic mechanism arranged opposite to each other. The slide rod is vertically slidably mounted on the support frame, and the slide rod and the support frame are coaxially arranged. The first elastic mechanism is disposed between the slide rod and the support frame. The clamping block is slidably disposed in the sliding hole and is throttle-connected to the slide rod. The slider is horizontally slidably mounted on the base, and the slide rod and the slider are throttle-connected to drive the slide rod to move up and down during horizontal movement. The slider is limitedly connected to the pressure head. The second elastic mechanism is disposed between the slider and the base. The first elastic mechanism provides an elastic thrust to drive the slide rod to move, so that both sets of clamping blocks move radially inward. The second elastic mechanism provides an elastic thrust to drive the slider to move, so that the slide rod moves and both sets of clamping blocks move radially outward. The pressure head resists the elastic thrust of the second elastic mechanism.

[0014] Furthermore, the bottom end of the slide rod engages with the slider wedge, and the top end of the slide rod engages with the clamping block wedge.

[0015] Furthermore, the pressure testing device for the engine housing also includes a flame-spraying mechanism, which comprises a flame-spraying tube and a third elastic mechanism. The flame-spraying tube is slidably mounted on the base and is limitedly connected to the pressure applying head. The third elastic mechanism is located between the flame-spraying tube and the base. When the pressure applying head approaches the engine housing, it drives the flame-spraying tube to move in the same direction, and the third elastic mechanism provides an elastic thrust that drives the flame-spraying tube to move in the opposite direction.

[0016] The beneficial effects of this invention include at least the following: The linkage design between the support frame's rotation and the lifting assembly enables the pressure head to continuously and stably apply pressure along the complex curved surface of the engine casing; simultaneously, the periodic meshing of the arc-shaped rack and gear components allows for automatic adjustment of the test height according to preset intervals, solving the problems of fixed devices failing to conform to curved surfaces and manual handling failing to guarantee height consistency, significantly improving test coverage and positioning accuracy; Furthermore, the locking mechanism, through the linkage of a wedge-fitting slide rod and clamping block, automatically triggers radial locking (driven by the first elastic mechanism) when the pressure head contacts the casing, and releases locking (driven by the second elastic mechanism) when the pressure head retracts, achieving automatic dynamic fixation of the casing during testing and ensuring the positioning accuracy of the test points; Additionally, the worm gear drive provides a stable rotational drive with high torque and low speed, which, combined with the lifting structure composed of a lead screw and threaded sleeve, enables high-precision height adjustment; furthermore, the linkage design between the flame-spraying mechanism and the pressure head can simulate a high-temperature environment during pressure testing. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the pressure testing device for the engine casing in one embodiment of the present invention; Figure 2 This is an assembly diagram of the driving component in one embodiment of the present invention; Figure 3 This is a schematic diagram of a partial structure of the pressure testing device for the engine housing in one embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of the support component in one embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of the driving component in one embodiment of the present invention; Figure 6 This is a schematic diagram of the lifting assembly in one embodiment of the present invention; Figure 7 This is a cross-sectional view of the support frame in one embodiment of the present invention; Figure 8 for Figure 7 A magnified view of a section at point A in the middle; Figure 9 This is a schematic diagram of the locking mechanism in one embodiment of the present invention; Figure 10 This is an exploded view of a portion of the locking mechanism in one embodiment of the present invention; Figure 11 This is a schematic diagram of the flame-throwing mechanism in one embodiment of the present invention; Figure 12 This is a schematic diagram of the pressure head in one embodiment of the present invention; Explanation of key component symbols: Base 100, arc-shaped rack 110, sliding sleeve 120, support assembly 200, support frame 210, mounting hole 211, bearing 212, positioning pin 220, sliding hole 221, drive assembly 300, rotary actuator 310, worm gear 320, turbine 330, lifting assembly 400, lead screw 410, limit block 411, gear component 420, support component 430, threaded sleeve 431, threaded hole 4311, limit hole 4312, etc. Pressure head 500, active baffle 510, fixed base 520, pressing head 530, engine housing 600, insertion hole 610, flat area 620, protective shell 700, locking mechanism 800, slide bar 810, first elastic mechanism 820, clamping block 830, slider 840, first passive baffle 841, second elastic mechanism 850, flame-spraying mechanism 900, flame-spraying pipe 910, second passive baffle 911, third elastic mechanism 920; The following detailed description, in conjunction with the accompanying drawings, will further illustrate the present invention. Detailed Implementation

[0018] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of the invention are illustrated in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

[0019] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0021] Please refer to Figures 1 to 12This invention provides a pressure testing device for an engine housing, comprising a base 100, a support assembly 200, a drive assembly 300, a lifting assembly 400, and a pressure head 500. Specifically, the base 100 has a power coupling part, and the support assembly 200 includes a support frame 210 rotatably mounted on the base 100, and at least two sets of positioning posts 220 mounted on the support frame 210. The engine housing 600 has insertion holes 610 matching the diameter of the positioning posts 220. In use, the positioning posts 220 are inserted into the insertion holes 610, thus radially limiting the engine housing 600 and achieving precise positioning of the engine housing 600 on the support frame 210. The drive assembly 300 is connected to the support frame 210. When the drive assembly 300 is in operation, it drives the support frame 210 to rotate on the base 100, thereby allowing the pressure head 500 to press against different specific local areas at the same height of the engine housing 600. The lifting assembly 400 is mounted on the support frame 210 and has a lifting section for supporting the engine housing 600.

[0022] In this embodiment, during the rotation of the support frame 210, the lifting part and the power coupling part intermittently cooperate to cause the lifting part to intermittently move vertically upward or downward to a preset height. The pressure head 500 is slidably disposed on the base 100 to apply uniform and continuous pressure to the outer surface of the engine housing 600. Furthermore, since the height of the pressure head 500 remains constant, when the lifting part intermittently moves vertically upward or downward to a preset height, the engine housing 600 also moves vertically upward or downward to a preset height accordingly. In this way, the pressure head 500 can apply uniform and continuous pressure to different height layers in a specific local area of ​​the engine housing 600.

[0023] In some alternative embodiments, such as Figure 2 , Figure 5 As shown, the drive assembly 300 includes a rotary driver 310, a worm gear 320, and a turbine 330. Specifically, the rotary driver 310 is mounted on the base 100, the worm gear 320 is poweredly connected to the rotary driver 310, and the turbine 330 is rotatably mounted on the base 100, while the turbine 330 is coaxially connected to the support frame 210.

[0024] In this embodiment, when the rotary actuator 310 is in operation, it drives the worm gear 320 to rotate, and the rotary drive support frame 210 of the worm gear 320 rotates on the base 100. Optionally, the rotary actuator 310 can be a power device such as a rotary motor, a rotary hydraulic cylinder, or a rotary pneumatic cylinder.

[0025] In some alternative embodiments, such as Figure 8As shown, the base 100 is provided with an arc-shaped rack 110 to form a power coupling part on the base 100. The lifting assembly 400 includes a lead screw 410, a gear 420, and a support 430. Specifically, the lead screw 410 is rotatably mounted on the support frame 210, that is, the lead screw 410 can rotate relative to the support frame 210, while the lead screw 410 is axially confined on the support frame 210, so that when the lead screw 410 rotates relative to the support frame 210, the lead screw 410 will not disengage from the support frame 210. The gear 420 is provided on the lead screw 410, and for each revolution of the gear 420 with the support frame 210, the gear 420 meshes with the arc-shaped rack 110. When the gear 420 meshes with the arc-shaped rack 110, the arc-shaped rack 110 drives the gear 420 to rotate, thereby driving the lead screw 410 to rotate relative to the support frame 210. It is understandable that the number of rotations of the lead screw 410 is related to the arc length of the arc rack 110 and the transmission ratio between the arc rack 110 and the gear component 420. The support component 430 is threadedly connected to the lead screw 410, and the rotation of the support component 430 is limited on the support frame 210. Thus, when the lead screw 410 rotates, since the support component 430 does not rotate relative to the support frame 210, the support component 430 will move upward or downward, thereby pushing the engine housing 600 to move upward or downward on the positioning post 220.

[0026] In this embodiment, as Figure 1 As shown, the engine housing 600 also has an area E that does not require testing. At this time, the installation position of the arc rack 110 can be reasonably set according to the position and size of the area E, so that when the pressure head 500 passes through the area E, the arc rack 110 meshes with the gear component 420.

[0027] In this embodiment, as Figure 1 As shown, a protective shell 700 is provided on the base 100, and the protective shell 700 surrounds the engine housing 600. By providing the protective shell 700, metal fragments that may fly out due to structural failure of the engine housing 600 during pressure testing can be prevented from threatening personnel and equipment at the work site.

[0028] In some alternative embodiments, such as Figure 6As shown, the support member 430 includes a support ring, and a flat area 620 is correspondingly provided around the insertion hole 610 of the engine housing 600. The support ring is slidably sleeved on the positioning post 220, and the upper surface of the support ring smoothly supports the flat area 620 upwards. When the support ring is threadedly connected to the lead screw 410, the support ring cannot rotate on the outer circumferential surface of the positioning post 220, but can move upwards or downwards on the outer circumferential surface of the positioning post 220. With this configuration, the support ring is rotatably limited on the support frame 210. Thus, when the lead screw 410 rotates, since the support ring does not rotate relative to the support frame 210, the support ring will move upwards or downwards, thereby pushing the engine housing 600 to move upwards or downwards on the positioning post 220.

[0029] Understandably, the support ring can be slidably fitted onto multiple positioning posts 220, or onto one or more positioning posts 220, but it must be ensured that the support ring can stably support the engine housing 600 upwards.

[0030] In some alternative embodiments, such as Figure 7 As shown, a threaded sleeve 431 is vertically arranged on the support ring, and a threaded hole 4311 is provided in the axial direction of the threaded sleeve 4311. The top end of the lead screw 410 is threaded into the threaded hole 4311, thereby realizing the threaded connection between the support ring and the lead screw 410.

[0031] In some alternative embodiments, such as Figure 7 As shown, the threaded sleeve 431 also has a limiting hole 4312 coaxial with the threaded hole 4311. The diameter of the limiting hole 4312 is larger than the diameter of the lead screw 410. The top end of the lead screw 410 is threadedly connected to a limiting block 411 that matches the diameter of the limiting hole 4312. Since the top end of the threaded sleeve 431 is closed, the descent height of the support ring can be limited. Moreover, due to the blocking effect of the limiting hole 4312 on the limiting block 411, the descent height of the support ring can be limited, thus preventing positional interference between the engine housing 600 and other components, and also preventing the support ring from falling off the lead screw 410.

[0032] In some alternative embodiments, such as Figure 7 , Figure 8 As shown, the support frame 210 is provided with an assembly hole 211, and a bearing 212 is fixedly installed in the assembly hole 211. Specifically, the lead screw 410 passes through the assembly hole 211, and the lead screw 410 is interference-fitted with the inner ring of the bearing 212, while the outer ring of the bearing 212 is embedded in the assembly hole 211. At this time, the lead screw 410 can rotate relative to the support frame 210 through the bearing 212, and when the lead screw 410 rotates relative to the support frame 210, the lead screw 410 will not disengage from the assembly hole 211.

[0033] In some alternative embodiments, such as Figure 9 , Figure 10 As shown, the central positioning post 220 is coaxially arranged with the support frame 210. The central positioning post 220 has a through sliding hole 221 along the radial direction. The pressure testing device for the engine housing also includes a locking mechanism 800. The locking mechanism 800 can prevent the pressure head 500 from applying pressure to the engine housing 600 when it is not perpendicular to the pressure head 500. For example, when the pressure head 500 contacts a certain inclined surface on the engine housing 600, the resultant force generated by the pressure head 500 is inclined. The vertical component of this resultant force may drive the engine housing 600 to move upward or downward on the positioning post 220, thereby affecting the accuracy of the pressure test.

[0034] The locking mechanism 800 includes a slide rod 810, a first elastic mechanism 820, a clamping block 830, a slider 840, and a second elastic mechanism 850, all disposed opposite to each other. Specifically, the slide rod 810 is vertically slidably mounted on the support frame 210, and the slide rod 810 and the support frame 210 are coaxially arranged. The first elastic mechanism 820 is located between the slide rod 810 and the support frame 210. The clamping block 830 is horizontally slidably mounted in the sliding hole 221, and the clamping block 830 is throttle-connected to the slide rod 810. The slider 840 is horizontally slidably mounted on the base 100, and the slide rod 810 and the slider 840 are throttle-connected. When the slider 840 moves horizontally, it drives the slide rod 810 to move up and down. The pressure head 500 is provided with an active baffle 510, and the end of the slider 840 near the pressure head 500 is provided with a first passive baffle 841. The second elastic mechanism 850 is located between the slider 840 and the base 100.

[0035] In this embodiment, when the pressure head 500 moves to the left and away from the engine housing 600 on the right, the active baffle 510 generates a leftward thrust on the first passive baffle 841. This thrust causes the slider 840 to move to the left, which in turn causes the second elastic mechanism 850 to generate a rightward elastic thrust. At this time, under the action of the first elastic mechanism 820, the slide rod 810 moves downward on the support frame 210. When the pressure head 500 moves to the right and gradually approaches the engine housing 600 on the right, under the action of the second elastic mechanism 850, the slider 840 moves to the right, which in turn drives the slide rod 810 to move upward on the support frame 210. The movement causes both sets of clamping blocks 830 to move radially outward. At this time, due to the limiting effect of the active baffle 510 on the first passive baffle 841, the slider 840 and the pressure head 500 move to the right synchronously. After the pressure head 500 moves to the right a certain distance, the second elastic mechanism 850 no longer generates an elastic thrust to the right, and the active baffle 510 no longer contacts the first passive baffle 841. At this time, the slider 840 no longer drives the slide rod 810 to move upward on the support frame 210. The two sets of clamping blocks 830 pass through the slide hole 221 and press tightly against the engine housing 600. In this way, the engine housing 600 is firmly fixed on the positioning post 220. When a pressure test is required for the next altitude level, the pressure head 500 moves to the left and away from the engine casing 600 on the right until the active baffle 510 exerts a leftward thrust on the first passive baffle 841. This thrust causes the slider 840 to move to the left, which in turn causes the second elastic mechanism 850 to exert a rightward elastic thrust. Under the action of the first elastic mechanism 820, the slide bar 810 moves downward on the support frame 210.

[0036] In some alternative embodiments, such as Figure 9 , Figure 10 As shown, the first elastic mechanism 820 includes a first spring, with the two ends of the first spring fixedly connected to the support frame 210 and the slide bar 810, respectively. The second elastic mechanism 850 includes a second spring, with the two ends of the second spring fixedly connected to the slider 840 and the base 100, respectively.

[0037] In this embodiment, when the pressure head 500 presses against the engine housing 600, the rightward elastic thrust generated by the second spring, the downward elastic thrust generated by the first spring, and the gravity generated by components such as the slide rod 810 are balanced. At this time, when the pressure head 500 moves to the left and away from the right side of the engine housing 600, the active baffle 510 generates a leftward thrust on the first passive baffle 841. This thrust causes the slider 840 to move to the left, which in turn causes the second spring to be stretched to the left, generating a rightward elastic thrust. At this time, under the action of the downward elastic thrust generated by the first spring, the slide rod 810 moves downward on the support frame 210. When the pressure head 500 moves to the right and gradually approaches the right side of the engine housing 600, under the action of the rightward elastic thrust generated by the second spring, the slider 840 moves to the right, which in turn drives the slide rod 810. 10 moves upward on the support frame 210, thereby stretching the first spring upward and generating a downward elastic thrust. The upward movement of the slide bar 810 causes both sets of clamping blocks 830 to move radially outward. At this time, due to the limiting effect of the active baffle 510 on the first passive baffle 841, the slider 840 and the pressure head 500 move to the right synchronously. After the pressure head 500 moves to the right a certain distance, the second elastic mechanism 850 no longer generates a rightward elastic thrust, and the active baffle 510 no longer contacts the first passive baffle 841. At this time, the rightward elastic thrust generated by the second spring, the downward elastic thrust generated by the first spring, and the gravity generated by the slide bar 810 and other components are balanced. The two sets of clamping blocks 830 pass through the sliding hole 221 and press tightly against the engine housing 600. In this way, the engine housing 600 is firmly fixed on the positioning post 220. When a pressure test is required for the next altitude level, the pressure head 500 moves to the left away from the engine casing 600 on the right until the active baffle 510 exerts a leftward thrust on the first passive baffle 841, which causes the slider 840 to move to the left.

[0038] In some alternative embodiments, such as Figure 9 As shown, a sliding sleeve 120 is provided at the bottom of the base 100, a slider 840 is sleeved in the sliding sleeve 120, and a second elastic mechanism 850 is provided between the slider 840 and the sliding sleeve 120.

[0039] In some alternative embodiments, such as Figure 9 As shown, the bottom end of the slide bar 810 is wedge-fitted with the slider 840, and the top end of the slide bar 810 is wedge-fitted with the clamping block 830.

[0040] In some alternative embodiments, the outer surface of the clamping block 830 is provided with an array of protrusions to increase the friction between the clamping block 830 and the engine housing 600.

[0041] In some alternative embodiments, such as Figure 1 , Figure 2 , Figure 11 As shown, the pressure testing device for the engine housing also includes a flame-spraying mechanism 900, which allows for pressure testing of the engine housing 600 at different temperatures. The flame-spraying mechanism 900 includes a flame-spraying tube 910 and a third elastic mechanism 920. Specifically, the flame-spraying tube 910 is slidably mounted on the base 100, and a second passive baffle 911 is provided on the flame-spraying tube 910. When the pressure-applying head 500 moves to the right and gradually approaches the right side of the engine housing 600, the pressure-applying head 500 abuts against the second passive baffle 911, thereby pushing the flame-spraying tube 910 to move to the right along with the pressure-applying head 500. The third elastic mechanism 920 is located between the flame-spraying tube 910 and the base 100. When the pressure-applying head 500 moves away from the engine housing 600, the flame-spraying tube 910 moves in the opposite direction under the action of the third elastic mechanism 920.

[0042] In some alternative embodiments, such as Figure 1 , Figure 2 , Figure 11 As shown, the third elastic mechanism 920 includes a third spring, with the flame tube 910 and the base 100 fixed at their two ends respectively. In this embodiment, when the pressure head 500 moves to the right and gradually approaches the engine housing 600 on the right side, the pressure head 500 abuts against the second passive baffle 911, thereby pushing the flame tube 910 to move to the right along with the pressure head 500, at which time the third spring is compressed; when the pressure head 500 moves away from the engine housing 600, under the elastic thrust to the left generated by the third spring, the flame tube 910 moves in the opposite direction.

[0043] In some alternative embodiments, such as Figure 12 As shown, the pressure head 500 includes a fixed base 520 and a pressing head 530. The active baffle 510 is disposed on the fixed base 520, and the pressing head 530 is threadedly connected to the fixed base 520. Thus, by adjusting the screw-out length of the pressing head 530 on the fixed base 520, the pressure acting on the engine housing 600 can be adjusted within a certain range, realizing the fine-tuning function during pressure testing.

[0044] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0045] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of protection of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the appended claims.

Claims

1. A pressure testing device for an engine casing, characterized in that, The pressure testing device for the engine casing includes: The base is equipped with a power coupling unit; A support assembly includes a support frame rotatably mounted on the base, and at least two sets of positioning posts disposed on the support frame; wherein the positioning posts are used to radially limit the engine housing. A drive assembly is connected to the support frame to drive the support frame to rotate on the base; A lifting assembly is mounted on the support frame and has a lifting part for supporting the engine housing; wherein, during the rotation of the support frame, the lifting part intermittently engages with the power coupling part to intermittently move the lifting part vertically upward or vertically downward to a preset height; A pressure head, which is slidably disposed on the base, is used to apply pressure to the outer surface of the engine housing; A set of positioning posts is coaxially arranged with the support frame and has a through sliding hole in the radial direction. The pressure testing device for the engine housing also includes a locking mechanism, which includes: A sliding rod is vertically slidably mounted on the support frame and is coaxially arranged with the support frame; A first elastic mechanism is provided between the slide bar and the support frame; The clamping blocks, which are positioned opposite each other, are slidably disposed within the sliding hole and are connected to the sliding rod in a transmission manner; A slider is horizontally slidably disposed on the base. The slider is connected to the slide rod in a transmission manner so as to drive the slide rod to move up and down when moving horizontally. The slider is limitedly connected to the pressure head. A second elastic mechanism is provided between the slider and the base; The first elastic mechanism is used to provide an elastic thrust that drives the slide bar to move, so that both sets of clamping blocks are moved radially inward; the second elastic mechanism is used to provide an elastic thrust that drives the slider to move, so that the slide bar moves and both sets of clamping blocks are moved radially outward; the pressure head is used to resist the elastic thrust of the second elastic mechanism.

2. The pressure testing device for the engine casing according to claim 1, characterized in that, The driving component includes: A rotary actuator is mounted on the base; The worm gear is powered by the rotary actuator; The turbine is rotatably mounted on the base and is coaxially connected to the support frame.

3. The pressure testing device for the engine casing according to claim 2, characterized in that, The base is provided with an arc-shaped rack, and the lifting assembly includes: A lead screw, which is rotatably connected to the support frame and axially confined on the support frame; A gear component is mounted on the lead screw and periodically meshes with the arc-shaped rack; The support member is threadedly connected to the lead screw and its rotation is limited on the support frame.

4. The pressure testing device for the engine casing according to claim 3, characterized in that, The support member includes a support ring, which is slidably sleeved on the positioning post.

5. The pressure testing device for the engine casing according to claim 4, characterized in that, A threaded sleeve is vertically provided on the support ring, and a threaded hole is provided axially on the threaded sleeve. The top end of the lead screw is threaded into the threaded hole.

6. The pressure testing device for the engine casing according to claim 5, characterized in that, The threaded sleeve is also provided with a limiting hole coaxial with the threaded hole in the axial direction. The diameter of the limiting hole is larger than the diameter of the lead screw. The top end of the lead screw is threadedly connected to a limiting block that matches the diameter of the limiting hole.

7. The pressure testing device for the engine casing according to claim 3, characterized in that, The support frame is provided with an assembly hole, and a bearing is fixed in the assembly hole. The lead screw passes through the assembly hole and is interference-fitted with the inner ring of the bearing.

8. The pressure testing device for the engine casing according to claim 1, characterized in that, The bottom end of the slide rod engages with the sliding block wedge, and the top end of the slide rod engages with the clamping block wedge.

9. The pressure testing device for the engine casing according to claim 1, characterized in that, The pressure testing device for the engine casing also includes a flame-spraying mechanism, which comprises: The flamethrower tube is slidably mounted on the base and is limitedly connected to the pressure head; A third elastic mechanism is provided between the flamethrower tube and the base; When the pressure head approaches the engine housing, it drives the flame tube to move in the same direction, and the third elastic mechanism is used to provide an elastic thrust that drives the flame tube to move in the opposite direction.

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