A turbo-prop engine load simulation loading device

Abstract

The application discloses a turbo-prop engine load simulation loading device, the output end of the first power transmission mechanism is in transmission connection with the input end of the first centrifugal mechanism; the output ends of the second power transmission mechanism and the third power transmission mechanism are respectively in transmission connection with the two ends of the second centrifugal mechanism, the output end of the second centrifugal mechanism is in rotary transmission connection with the first centrifugal mechanism through a test connecting mechanism; the first power transmission mechanism and the third power transmission mechanism are arranged in parallel, and the first centrifugal mechanism, the second power transmission mechanism, the second centrifugal mechanism and the test connecting mechanism are coaxially arranged. Through cooperation of the first power transmission mechanism, the first centrifugal mechanism, the second power transmission mechanism, the third power transmission mechanism, the second centrifugal mechanism and the test connecting mechanism, multi-degree-of-freedom load accurate simulation of a propeller shaft of a to-be-tested engine is realized, and the load transmission path is accurately controllable.

Description

Technical Field

[0001] This invention relates to the field of turboprop engine testing technology, and more specifically to a turboprop engine load simulation loading device. Background Technology

[0002] In the field of aerospace propulsion, turboprop engines are widely used in regional jets and other aircraft, and realistic simulation of the 1P load is crucial for their performance research. The 1P load is generated by a fluctuation once per revolution of the drive shaft. Its frequency is related to the rotational speed and it is a combination of radial force, axial force, torque, and bending moment. Its amplitude varies with operating conditions and rotational speed.

[0003] Simulating 1P load through shaft bench testing can evaluate the stress, fatigue life, and reliability of engine shafting, bearings, and other components under actual flight loads, providing a basis for design, manufacturing, and maintenance. However, current technology faces multiple challenges. The load application surface of the 1P load on the propeller shaft is located on the outer end face of the propeller shaft flange. During the loading test, the axial and radial forces remain constant at the specified loads, while a constant bending moment is superimposed on the specified load with a high-frequency bending moment load.

[0004] The broadband response to bending loads needs to simulate loads in the range of 0-200Hz. Traditional hydraulic cylinder loading and electric motor loading are limited by the control response frequency capability. Neither servo hydraulic cylinders nor servo electric cylinders alone can meet the loading frequency requirements of further turboprop engine tests.

[0005] Therefore, designing a turboprop engine load simulation loading device to achieve more stable simulated propeller shaft 1P load loading has become a direction for further improvement. Summary of the Invention

[0006] To address the aforementioned technical problems, this invention provides a turboprop engine load simulation loading device with a mounting base. The mounting base is equipped with a first power transmission mechanism, a first centrifugal mechanism, a second power transmission mechanism, a third power transmission mechanism, a second centrifugal mechanism, and a test connection mechanism. The output end of the first power transmission mechanism is drive-connected to the input end of the first centrifugal mechanism. The output ends of the second and third power transmission mechanisms are respectively drive-connected to the two ends of the second centrifugal mechanism. The output ends of the second centrifugal mechanism and the first centrifugal mechanism are rotatably connected via the test connection mechanism. The first and third power transmission mechanisms are arranged in parallel, and the first, second, and third centrifugal mechanisms and the test connection mechanism are coaxially arranged.

[0007] Preferably, the test connection mechanism includes a motor support, a drive motor, a connecting shaft, a connecting bearing A, a large pulley B, a belt A, an upper end cover, a large pulley A, a connecting bearing B, and a belt B. The motor support is fixedly mounted on the mounting base, and the drive motor is fixedly mounted on the motor support. The output end of the drive motor is connected to the connecting shaft. The connecting shaft is rotatably connected to the upper end cover via the connecting bearing A. The lower end of the upper end cover is fixedly mounted on a loading bearing seat. Main pulleys A and B are sequentially spaced apart on the inner side of the upper end cover. The main pulley A is connected to the upper end of the first centrifugal mechanism via a belt A sleeve, and the main pulley B is connected to the upper end of the second centrifugal mechanism via a belt B sleeve. The lower end of the main pulley B is provided with a connecting bearing B, which is adapted and locked onto the lower end of the connecting shaft. The lower end of the connecting shaft is connected to the upper end of the loading bearing seat. The front end of the loading bearing seat is adapted and connected to an external hydraulic dynamometer via a flexible coupling, and the rear end of the loading bearing seat is adapted and connected to the load equivalent surface of the engine under test via a propeller shaft flange.

[0008] Preferably, the first power transmission mechanism includes a bracket A, a spherical bearing A, a loading cylinder A, a force sensor A, an elastic connector A, a spherical bearing B, and a balance spring A. The bracket A is fixedly mounted on the mounting base. The bracket A is movably connected to the loading cylinder A via the spherical bearing A. The output end of the loading cylinder A is drivenly connected to one end of the elastic connector A via the force sensor A. The other end of the elastic connector A is drivenly connected to the first centrifugal mechanism via the spherical bearing B. A balance spring A is adapted to be installed at the lower end of the loading cylinder A. One end of the balance spring A is connected to the mounting base.

[0009] Preferably, the second power transmission mechanism includes a spherical bearing C, a force sensor B, a loading cylinder B, a spherical bearing D, a bracket B, and a balance spring B. The bracket B is fixed on the mounting base. The bracket B is movably connected to the loading cylinder B through the spherical bearing D. The output end of the loading cylinder B is driven through the force sensor B to one end of the elastic connector B. The other end of the elastic connector B is driven through the spherical bearing C to the second centrifugal mechanism. A balance spring B is adapted to be installed at the lower end of the loading cylinder B. One end of the balance spring B is connected to the mounting base.

[0010] Preferably, the third power transmission mechanism includes a bracket C, an elastic connector C, a spherical bearing E, a loading cylinder C, a force sensor C, a spherical bearing F, and a balance spring C. The mounting base is provided with the bracket C, which is movably connected to the loading cylinder C via the spherical bearing E. The output end of the loading cylinder C is drivenly connected to one end of the elastic connector C via the force sensor C, and the other end of the elastic connector C is drivenly connected to the second centrifugal mechanism via the spherical bearing F. A balance spring C is adapted to be installed at the lower end of the loading cylinder C, and one end of the balance spring C is connected to the mounting base.

[0011] Preferably, the first centrifugal mechanism includes a first mounting block, an unbalanced mass block A, a driven pulley A, a driven long shaft, a long shaft end cap, a connecting bearing C, an upper bearing seat, a connecting bearing D, and a lower bearing seat. The mounting base is provided with the first mounting block, which is detachably connected to the unbalanced mass block A. One end of the unbalanced mass block A is drivenly connected to the spherical bearing B. The upper bearing seat is mounted on the unbalanced mass block A, and the driven long shaft passes through the upper bearing seat. The driven pulley A is movably connected to the upper end of the driven long shaft, and the driven pulley A is drivenly connected to the main pulley A via belt A. The driven long shaft is connected to the long shaft end cap via the connecting bearing C, and the lower end of the driven long shaft is connected to the lower bearing seat via the connecting bearing D.

[0012] Preferably, the second centrifugal mechanism includes a second mounting block, an unbalanced mass block B, a driven pulley B, a driven short shaft, a short shaft end cap, a connecting bearing E, an upper bearing seat II, a connecting bearing F, and a lower bearing seat II. The second mounting block is fixedly mounted on the mounting base. The unbalanced mass block B is detachably mounted on the second mounting block. The two sides of the unbalanced mass block B are respectively drivenly connected to the spherical bearing C and the spherical bearing F. The unbalanced mass block B is provided with an upper bearing seat II. The driven short shaft passes through the upper bearing seat II. The driven pulley B is movably connected to the upper end of the driven short shaft. The driven pulley B is drivenly connected to the main pulley B through a belt B. The driven short shaft is connected to the short shaft end cap through the connecting bearing E, and the lower end of the driven short shaft is connected to the lower bearing seat II through the connecting bearing F.

[0013] Preferably, the loading cylinder A, loading cylinder B, loading cylinder C, unbalanced mass block A, and unbalanced mass block B are located on the same horizontal plane, and the output power of the loading cylinder A, loading cylinder B, and loading cylinder C are all different.

[0014] Preferably, the right end of the loading bearing housing is connected to one end of the driven long shaft via an unbalanced mass block A, the left end of the loading bearing housing is connected to one end of the driven short shaft via an unbalanced mass block B, the other end of the driven long shaft is movably connected to the first mounting block via an unbalanced mass block A, and the other end of the driven short shaft is movably connected to the second mounting block via an unbalanced mass block B.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] (1) This invention achieves accurate simulation of multi-degree-of-freedom loads on the propeller shaft of the engine under test through the cooperation of a first power transmission mechanism, a first centrifugal mechanism, a second power transmission mechanism, a third power transmission mechanism, a second centrifugal mechanism, and a test connection mechanism. The forces applied to the first, second, and third power transmission mechanisms are reliably connected to the propeller shaft of the engine under test through the test connection mechanism, ensuring that the load transmission path is accurate and controllable. The first power transmission mechanism applies an axial force F1, the second power transmission mechanism applies a radial force F2, and the third power transmission mechanism applies a radial force F3 in another direction. The three forces are vectored together to form the required constant 1P load. At the same time, the first centrifugal mechanism 7 and the second centrifugal mechanism rotate synchronously to generate high-frequency centrifugal forces F4 and F5 with adjustable phases, which are superimposed to form a high-frequency bending moment load. The coordinated driving of each loading unit realizes the simulation of the real working condition under the coupling of multi-dimensional loads in space, meeting the dynamic 1P load test requirements of the turboprop engine propeller shaft. By adjusting the output force of each loading cylinder and the rotation speed and phase angle of the first and second centrifugal mechanisms, 1P load simulation under different working conditions can be flexibly realized, covering the complex mechanical environment encountered by the engine in actual operation.

[0017] (2) The loading bearing housing of the present invention can move freely in the horizontal plane and will not interfere with the deformation of the load-bearing propeller shaft of the engine under test. It can compensate for the deterioration of coaxiality through the elastic deformation of the elastic coupling, and will not interfere with the normal deformation of the propeller shaft, thereby effectively avoiding the additional stress caused by rigid constraints and ensuring that the true mechanical response of the propeller shaft is accurately reflected during the test. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0019] Figure 2 This is a top view of the present invention.

[0020] Figure 3 This is a cross-sectional view of the present invention.

[0021] Figure 4 This is a schematic diagram of the present invention.

[0022] Figure 5 This is a schematic diagram of the driven long shaft structure of the present invention.

[0023] Figure 6 This is a schematic diagram of the driven short shaft structure of the present invention. Detailed Implementation

[0024] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0025] like Figures 1 to 6 As shown, a turboprop engine load simulation loading device includes a bracket A1, a spherical bearing A2, a loading cylinder A3, a force sensor A4, an elastic connector A5, a spherical bearing B6, a first centrifugal mechanism 7-1, a second centrifugal mechanism 7-2, a drive motor 8, a motor support 9, a loading bearing seat 10, a spherical bearing C11, a force sensor B12, a loading cylinder B13, a spherical bearing D14, a bracket B15, a mounting base 16, a bracket C17, an elastic connector C18, an elastic coupling 19, a spherical bearing E20, a loading cylinder C21, a force sensor C22, a spherical bearing F23, a connecting shaft 24, a connecting bearing A25, and a main pulley B. 26. Belt A27. Upper end cover 28. Main pulley A29. Connecting bearing B30. Belt B31. Driven pulley A32. Driven long shaft 33. Long shaft end cover 34. Connecting bearing C35. Upper bearing housing 1 36. Connecting bearing D37. Lower bearing housing 1 38. Driven pulley B39. Driven short shaft 40. Short shaft end cover 41. Connecting bearing E42. Upper bearing housing 2 43. Connecting bearing F44. Lower bearing housing 2 45. Balance spring A46. Balance spring B47. Balance spring C48. Paddle shaft flange 49. Elastic connector B50. First mounting block 51. Second mounting block 52. Unbalanced mass block A53. Unbalanced mass block B54.

[0026] In the description of this invention, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0027] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0028] like Figures 1 to 6 As shown, the mounting base 16 is equipped with a first power transmission mechanism, a first centrifugal mechanism 7-1, a second power transmission mechanism, a third power transmission mechanism, a second centrifugal mechanism 7-2, and a test connection mechanism. The output end of the first power transmission mechanism is connected to the input end of the first centrifugal mechanism 7-1. The output ends of the second and third power transmission mechanisms are respectively connected to the two ends of the second centrifugal mechanism 7-2. The output ends of the second centrifugal mechanism 7-2 and the first centrifugal mechanism 7-1 are connected by rotational transmission through the test connection mechanism. The first and third power transmission mechanisms are arranged in parallel, and the first centrifugal mechanism 7-1, the second power transmission mechanism, the second centrifugal mechanism 7-2, and the test connection mechanism are arranged coaxially.

[0029] The test connection mechanism includes a motor support 9, a drive motor 8, a connecting shaft 24, a connecting bearing A25, a large pulley B, a belt A27, an upper cover 28, a large pulley A, a connecting bearing B30, and a belt B31. The motor support 9 is fixed on the mounting base 16, and the drive motor 8 is fixedly mounted on the motor support 9. The motor support 9 can also effectively support the loading bearing seat 10 and limit the vertical displacement of the loading bearing seat 10. The loading bearing seat 10 is not constrained in the horizontal plane and can move freely in the horizontal plane without interfering with the deformation of the load-bearing propeller shaft of the engine under test.

[0030] The output end of the drive motor 8 is connected to the connecting shaft 24. The connecting shaft 24 is rotatably connected to the upper end cover 28 via the connecting bearing A25. The lower end of the upper end cover 28 is fixed on the loading bearing seat 10. The inner side of the upper end cover 28 is provided with the main pulley A29 and the main pulley B26 in sequence. The main pulley A29 is connected to the upper end of the first centrifugal mechanism 7-1 via the belt A27. The main pulley B26 is connected to the upper end of the second centrifugal mechanism 7-2 via the belt B31. The lower end of the main pulley B26 is provided with the connecting bearing B30. The connecting bearing B30 is fitted and locked to the lower end of the connecting shaft 24. The lower end of the connecting shaft 24 is connected to the upper end of the loading bearing seat 10. The front end of the loading bearing seat 10 is connected to the external hydraulic dynamometer via the flexible coupling 19. The rear end of the loading bearing seat 10 is connected to the equivalent surface of the propeller shaft load of the engine under test via the propeller flange 49.

[0031] The first power transmission mechanism includes a bracket A1, a spherical bearing A2, a loading cylinder A3, a force sensor A4, an elastic connector A5, a spherical bearing B6, and a balance spring A46. The bracket A1 is fixed on the mounting base 16. The bracket A1 is movably connected to the loading cylinder A3 through the spherical bearing A2. The output end of the loading cylinder A3 is driven through the force sensor A4 to one end of the elastic connector A5. The other end of the elastic connector A5 is driven through the spherical bearing B6 to the first centrifugal mechanism 7-1. The lower end of the loading cylinder A3 is fitted with a balance spring A46, and one end of the balance spring A46 is connected to the mounting base 16.

[0032] The second power transmission mechanism includes a spherical bearing C11, a force sensor B12, a loading cylinder B13, a spherical bearing D14, a bracket B15, and a balance spring B47. The bracket B15 is fixed on the mounting base 16. The bracket B15 is movably connected to the loading cylinder B13 through the spherical bearing D14. The output end of the loading cylinder B13 is driven to one end of the elastic connector B50 through the force sensor B12. The other end of the elastic connector B50 is driven to the second centrifugal mechanism 7-2 through the spherical bearing C11. The lower end of the loading cylinder B13 is fitted with a balance spring B47, one end of which is connected to the mounting base 16.

[0033] The third power transmission mechanism includes a bracket C17, an elastic connector C18, a spherical bearing E20, a loading cylinder C21, a force sensor C22, a spherical bearing F23, and a balance spring C48. The bracket C17 is mounted on the mounting base 16. The bracket C17 is movably connected to the loading cylinder C21 through the spherical bearing E20. The output end of the loading cylinder C21 is connected to one end of the elastic connector C18 through the force sensor C22. The other end of the elastic connector C18 is connected to the second centrifugal mechanism 7-2 through the spherical bearing F23. A balance spring C48 is fitted and installed at the lower end of the loading cylinder C21. One end of the balance spring C48 is connected to the mounting base 16.

[0034] The first centrifugal mechanism 7-1 includes a first mounting block 51, an unbalanced mass block A53, a driven pulley A32, a driven long shaft 33, a long shaft end cap 34, a connecting bearing C35, an upper bearing seat 36, a connecting bearing D37, and a lower bearing seat 38. The first mounting block 51 is provided on the mounting base 16. The first mounting block 51 is detachably connected to the unbalanced mass block A53. One end of the unbalanced mass block A53 is connected to the spherical bearing B6. The upper bearing seat 36 is mounted on the unbalanced mass block A53. The driven long shaft 33 is inserted through the upper bearing seat 36. The driven pulley A32 is movably connected to the upper end of the driven long shaft 33. The driven pulley A32 is connected to the main pulley A29 via a belt A27. The driven long shaft 33 is connected to the long shaft end cap 34 via the connecting bearing C35. The lower end of the driven long shaft 33 is connected to the lower bearing seat 38 via the connecting bearing D37.

[0035] The second centrifugal mechanism 7-2 includes a second mounting block 52, an unbalanced mass block B54, a driven pulley B39, a driven short shaft 40, a short shaft end cap 41, a connecting bearing E42, an upper bearing seat 43, a connecting bearing F44, and a lower bearing seat 45. The second mounting block 52 is fixed on the mounting base 16. The unbalanced mass block B54 is detachably mounted on the second mounting block 52. The two sides of the unbalanced mass block B54 are respectively connected to the spherical plain bearing C11 and the spherical plain bearing F23. The upper bearing seat 43 is mounted on the unbalanced mass block B54. The driven short shaft 40 passes through the upper bearing seat 43. The driven pulley B39 is movably connected to the upper end of the driven short shaft 40. The driven pulley B39 is connected to the main pulley B26 via a belt B31. The driven short shaft 40 is connected to the short shaft end cap 41 via the connecting bearing E42. The lower end of the driven short shaft 40 is connected to the lower bearing seat 45 via the connecting bearing F44.

[0036] Through the synchronous rotation of the driven long axis 33 and the driven short axis 40, the two sets of unbalanced mass blocks A53 and B54 generate phase-controllable centrifugal excitation force, which is transmitted and superimposed through the spherical bearings B6, C11, and F23. The dynamic load fed back by the real-time response force sensor C22 of the loading cylinder C21, together with the balance springs, realizes multi-degree-of-freedom load compensation.

[0037] Loading cylinders A3, B13, and C21, along with unbalanced mass blocks A53 and B54, are positioned on the same horizontal plane to ensure precise and controllable vector superposition of centrifugal force.

[0038] The output power of loading cylinders A3, B13, and C21 are all different to achieve differentiated input of multi-axial dynamic loads.

[0039] The right end of the load bearing housing 10 is connected to one end of the driven long shaft 33 via an unbalanced mass block A53, and the left end of the load bearing housing 10 is connected to one end of the driven short shaft 40 via an unbalanced mass block B54. The other end of the driven long shaft 33 is movably connected to the first mounting block 51 via the unbalanced mass block A53, and the other end of the driven short shaft 40 is movably connected to the second mounting block 52 via the unbalanced mass block B54. Both the first mounting block 51 and the second mounting block 52 are provided with detachable limiting grooves, allowing the unbalanced mass blocks A53 and B54 to be moved and replaced.

[0040] Since the loading bearing housing 10 can move freely in the horizontal plane, it will not interfere with the deformation of the loaded propeller shaft of the engine under test, but it will lead to a deterioration in the coaxiality between the loading shaft of the loading bearing housing 10 and the input shaft of the hydraulic dynamometer. Therefore, this embodiment uses an elastic coupling 19 to connect the output shaft of the loading bearing housing 10 and the input shaft of the hydraulic dynamometer. The elastic deformation of the elastic coupling 19 can compensate for the deterioration of coaxiality without interfering with the normal deformation of the propeller shaft, thereby effectively avoiding the additional stress caused by rigid constraints and ensuring that the true mechanical response of the propeller shaft is accurately reflected during the test.

[0041] Balance springs A46, B47, and C48 can balance the weight of loading cylinders A3, B13, and C21 respectively, preventing the weight of the cylinders from generating additional load on the propeller shaft of the engine under test through the loading bearing housing 10.

[0042] The loading cylinders A3 and C21 are equidistant from the axis of the propeller shaft of the engine under test, ensuring that the torques generated by forces F1 and F2 cancel each other out, thus preventing the loading system from generating additional bending moments on the propeller shaft. The axes of the first centrifugal mechanism 7-1 and the second centrifugal mechanism 7-2, which generate forces F4 and F5, are equidistant from the axis of the propeller shaft of the engine under test, ensuring balanced centrifugal torques and allowing the system to apply only controllable axial and radial loads.

[0043] The workflow of this invention is as follows:

[0044] The infinitely adjustable loading cylinders A3, B13, and C21 apply forces F1, F2, and F3 respectively. The combined action of the three forces F1, F2, and F3, along with the transmission between the loading bearing and the loading shaft in the loading bearing housing 10, obtains the constant 1P load required to be simulated on the 1P load equivalent surface of the propeller shaft of the engine under test.

[0045] The unbalanced forces F4 and F5 generated by the first centrifugal mechanism 7-1 and the second centrifugal mechanism 7-2 are equal in magnitude and opposite in direction. They apply a high-frequency bending moment load only to the propeller shaft of the engine under test, causing the bending moments generated by the turntables of the unbalanced mass blocks A53 and B54 to vary between the negative maximum bending moment and the positive maximum high-frequency bending moment. The maximum bending moment value can be adjusted according to the size of the unbalanced mass block A53 or the unbalanced mass block B54.

[0046] This invention achieves accurate simulation of multi-degree-of-freedom loads on the propeller shaft of the engine under test through the cooperation of a first power transmission mechanism, a first centrifugal mechanism 7-1, a second power transmission mechanism, a third power transmission mechanism, a second centrifugal mechanism 7-2, and a test connection mechanism. The forces applied to the first, second, and third power transmission mechanisms are reliably connected to the propeller shaft of the engine under test via the test connection mechanism, ensuring precise and controllable load transmission paths. The first power transmission mechanism applies an axial force F1, the second power transmission mechanism applies a radial force F2, and the third power transmission mechanism applies a radial force F3 in another direction; these three forces are vector-combined to form the required constant 1P load. Simultaneously, the first centrifugal mechanism 7-1 and the second centrifugal mechanism 7-2 rotate synchronously, generating phase-adjustable high-frequency centrifugal forces F4 and F5, which are superimposed to form a high-frequency bending moment load. Specifically, the high-frequency centrifugal forces F4 and F5 = meΩ. 2 (m is the mass of the unbalanced mass block, e is the distance of the eccentric mass from the center of the circle, and Ω is the angular velocity).

[0047] Each loading unit is driven in a coordinated manner to simulate real working conditions under multi-dimensional load coupling in space, meeting the dynamic 1P load testing requirements of the turboprop engine propeller shaft. By adjusting the output force of each loading cylinder and the rotational speed and phase angle of the first centrifugal mechanism 7-1 and the second centrifugal mechanism 7-2, 1P load simulation under different working conditions can be flexibly realized, covering the complex mechanical environment experienced by the turboprop engine in actual operation.

[0048] It should be explained that the cylinders, motors, sensors, unbalanced mass blocks, etc. used in this invention are all common models that can be purchased on the market. The back-end can use an industrial control computer to automate their operation. The control connection methods involved are also easily implemented by those skilled in the art in the prior art. They belong to conventional automation control in the prior art and are not the innovation of this invention. Therefore, the specific control connection methods are not marked in the figure and are not described in detail.

[0049] The above embodiments are merely preferred embodiments of the present invention and should not be construed as limiting the scope of the present invention. Therefore, any modifications, equivalent changes, improvements, etc., made in accordance with the claims of the present invention shall still fall within the scope of the present invention.

Claims

1. A turboprop engine load simulation loading device, comprising a mounting base (16), characterized in that: The mounting base (16) is provided with a first power transmission mechanism, a first centrifugal mechanism (7-1), a second power transmission mechanism, a third power transmission mechanism, a second centrifugal mechanism (7-2), and a test connection mechanism. The output end of the first power transmission mechanism is connected to the input end of the first centrifugal mechanism (7-1). The output ends of the second and third power transmission mechanisms are respectively connected to the two ends of the second centrifugal mechanism (7-2). The output ends of the second centrifugal mechanism (7-2) and the first centrifugal mechanism (7-1) are rotatably connected through the test connection mechanism. The connecting shaft (24) of the test connection mechanism is rotatably connected to the upper end cover (28) through the connecting bearing A (25). The lower end of the upper end cover (28) is fixed on the loading bearing seat (10). The right end of the loading bearing seat (10) is connected to one end of the driven long shaft (33) of the first centrifugal mechanism (7-1) through the unbalanced mass block A (53). One end of the unbalanced mass block A (53) is connected to the joint bearing of the first power transmission mechanism. B (6) transmission connection, the left end of the loading bearing seat (10) is connected to one end of the driven short shaft (40) of the second centrifugal mechanism (7-2) through the unbalanced mass block B (54), the two sides of the unbalanced mass block B (54) are respectively connected to the joint bearing C (11) of the second power transmission mechanism and the joint bearing F (23) of the third power transmission mechanism. Through the synchronous rotation of the driven long shaft (33) and the driven short shaft (40), the unbalanced mass block A (53) and the unbalanced mass block B (54) generate a phase-controllable centrifugal excitation force, which is transmitted and superimposed step by step through the joint bearing B (6), joint bearing C (11) and joint bearing F (23); the first power transmission mechanism and the third power transmission mechanism are arranged in parallel, the first power transmission mechanism applies an axial force F1, the second power transmission mechanism applies a radial force F2, and the third power transmission mechanism applies a radial force F3 in another direction. The first centrifugal mechanism (7-1), the second power transmission mechanism, the second centrifugal mechanism (7-2) and the test connection mechanism are arranged coaxially.

2. The turboprop engine load simulation loading device according to claim 1, characterized in that: The test connection mechanism includes a motor support (9), a drive motor (8), a connecting shaft (24), a connecting bearing A (25), a large pulley B, a belt A (27), an upper cover (28), a large pulley A, a connecting bearing B (30), and a belt B (31). The motor support (9) is fixedly mounted on the mounting base (16), and the drive motor (8) is fixedly mounted on the motor support (9). The output end of the drive motor (8) is connected to the connecting shaft (24) for transmission. The inner side of the upper cover (28) is provided with a main pulley A (29) and a main pulley B (26) spaced apart in sequence. The main pulley A (29) is connected to the connecting shaft (24) by a belt A (27) sleeved on it. The upper end of the first centrifugal mechanism (7-1) is connected to the transmission. The main pulley B (26) is connected to the upper end of the second centrifugal mechanism (7-2) by a belt B (31). The lower end of the main pulley B (26) is provided with a connecting bearing B (30). The connecting bearing B (30) is fitted and locked at the lower end of the connecting shaft (24). The lower end of the connecting shaft (24) is connected to the upper end of the loading bearing seat (10). The front end of the loading bearing seat (10) is connected to an external hydraulic dynamometer through an elastic coupling (19). The rear end of the loading bearing seat (10) is connected to the equivalent surface of the propeller load of the engine under test through a propeller flange (49).

3. The turboprop engine load simulation loading device according to claim 2, characterized in that: The first power transmission mechanism includes a bracket A (1), a spherical bearing A (2), a loading cylinder A (3), a force sensor A (4), an elastic connector A (5), a spherical bearing B (6), and a balance spring A (46). The bracket A (1) is fixed on the mounting base (16). The bracket A (1) is movably connected to the loading cylinder A (3) through the spherical bearing A (2). The output end of the loading cylinder A (3) is connected to one end of the elastic connector A (5) through the force sensor A (4). The other end of the elastic connector A (5) is connected to the first centrifugal mechanism (7-1) through the spherical bearing B (6). The lower end of the loading cylinder A (3) is fitted with a balance spring A (46). One end of the balance spring A (46) is connected to the mounting base (16).

4. The turboprop engine load simulation loading device according to claim 3, characterized in that: The second power transmission mechanism includes a spherical bearing C (11), a force sensor B (12), a loading cylinder B (13), a spherical bearing D (14), a bracket B (15), and a balance spring B (47). The bracket B (15) is fixed on the mounting base (16). The bracket B (15) is movably connected to the loading cylinder B (13) through the spherical bearing D (14). The output end of the loading cylinder B (13) is connected to one end of the elastic connector B (50) through the force sensor B (12). The other end of the elastic connector B (50) is connected to the second centrifugal mechanism (7-2) through the spherical bearing C (11). The lower end of the loading cylinder B (13) is fitted with a balance spring B (47). One end of the balance spring B (47) is connected to the mounting base (16).

5. The turboprop engine load simulation loading device according to claim 4, characterized in that: The third power transmission mechanism includes a bracket C (17), an elastic connector C (18), a spherical bearing E (20), a loading cylinder C (21), a force sensor C (22), a spherical bearing F (23), and a balance spring C (48). The mounting base (16) is provided with a bracket C (17). The bracket C (17) is movably connected to the loading cylinder C (21) through the spherical bearing E (20). The output end of the loading cylinder C (21) is connected to one end of the elastic connector C (18) through the force sensor C (22). The other end of the elastic connector C (18) is connected to the second centrifugal mechanism (7-2) through the spherical bearing F (23). The lower end of the loading cylinder C (21) is fitted with a balance spring C (48). One end of the balance spring C (48) is connected to the mounting base (16).

6. The turboprop engine load simulation loading device according to claim 5, characterized in that: The first centrifugal mechanism (7-1) includes a first mounting block (51), an unbalanced mass block A (53), a driven pulley A (32), a driven long shaft (33), a long shaft end cap (34), a connecting bearing C (35), an upper bearing seat (36), a connecting bearing D (37), and a lower bearing seat (38). The first mounting block (51) is provided on the mounting base (16). The first mounting block (51) is detachably connected to the unbalanced mass block A (53). The unbalanced mass block A (53) has... An upper bearing housing (36) is installed, and a driven long shaft (33) is inserted inside the upper bearing housing (36). A driven pulley A (32) is movably connected to the upper end of the driven long shaft (33). The driven pulley A (32) and the main pulley A (29) are connected by a belt A (27). The driven long shaft (33) is connected to the long shaft end cover (34) through a connecting bearing C (35). The lower end of the driven long shaft (33) is connected to the lower bearing housing (38) through a connecting bearing D (37).

7. The turboprop engine load simulation loading device according to claim 6, characterized in that: The second centrifugal mechanism (7-2) includes a second mounting block (52), an unbalanced mass block B (54), a pulley B (39), a driven short shaft (40), a short shaft end cap (41), a connecting bearing E (42), an upper bearing seat II (43), a connecting bearing F (44), and a lower bearing seat II (45). The second mounting block (52) is fixedly mounted on the mounting base (16), and the unbalanced mass block B (54) is detachably mounted on the second mounting block (52). The upper bearing seat is provided with an upper bearing seat (43), and a driven short shaft (40) is inserted inside the upper bearing seat (43). A driven pulley B (39) is movably connected to the upper end of the driven short shaft (40). The driven pulley B (39) and the main pulley B (26) are connected by a belt B (31). The driven short shaft (40) is connected to the short shaft end cover (41) through a connecting bearing E (42), and the lower end of the driven short shaft (40) is connected to the lower bearing seat (45) through a connecting bearing F (44).

8. The turboprop engine load simulation loading device according to claim 7, characterized in that: The loading cylinders A (3), B (13), C (21), unbalanced mass block A (53) and B (54) are located on the same horizontal plane, and the output power of the loading cylinders A (3), B (13) and C (21) is not equal.

9. A turboprop engine load simulation loading device according to claim 7 or 8, characterized in that: The other end of the driven long shaft (33) is movably connected to the first mounting block (51) via an unbalanced mass block A (53), and the other end of the driven short shaft (40) is movably connected to the second mounting block (52) via an unbalanced mass block B (54).

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