Dynamic characteristic test platform for aviation high-speed gear transmission system

Abstract

A dynamic characteristic test platform for an aviation high-speed gear transmission system comprises a workbench, a driving motor is arranged on the workbench, an output shaft of the driving motor is connected with an input shaft of a torque sensor and an input shaft of a gear test box, an output shaft of the gear test box is connected with a brake shaft, and a hydraulic station is arranged below the workbench. The gear test box input shaft is sleeved with a bevel pinion, the bevel pinion is meshed with a bevel gear wheel, the bevel gear wheel is arranged on one side of the gear test box intermediate shaft in a sleeving mode, the other side of the gear test box intermediate shaft is sleeved with a cylindrical pinion, the cylindrical pinion is meshed with a cylindrical bull gear, and the cylindrical bull gear is arranged on one side of the gear test box output shaft in a sleeving mode; a plurality of vibration sensors are arranged on the outer wall of the gear test box, an oil inlet threaded hole is formed in the upper end, an oil return threaded hole is formed in the lower portion, an oil outlet of the hydraulic station is communicated with the oil inlet threaded hole, and the oil return threaded hole is communicated with an oil return opening of the hydraulic station. The problems of insufficient rotating speed simulation precision and range, lack of comprehensive parameter monitoring and poor system compatibility are solved.

Description

Technical Field

[0001] This invention belongs to the field of gear transmission device testing, specifically relating to a dynamic characteristic testing platform for a high-speed aviation gear transmission system. Background Technology

[0002] In the aerospace industry, the transmission system, as the core of engine power transmission, directly impacts flight safety and equipment performance through its dynamic characteristics and reliability. As aero-engines iterate towards higher thrust-to-weight ratios and higher speeds, the operating speed of transmission systems is increasing daily, posing unprecedented challenges to the dynamic performance testing (such as vibration, noise, stability, and fatigue life) of key transmission components like gears and bearings under high-speed, variable-load conditions. Traditional transmission component testing platforms are mostly built based on general-purpose industrial components, which presents several major technical bottlenecks: (1) Traditional platforms often use ordinary asynchronous motors in conjunction with mechanical speed regulation mechanisms. There are significant fluctuations in the high speed range of tens of thousands of revolutions per minute, making it difficult to accurately reproduce the real working spectrum of aero engines, resulting in distortion of dynamic load simulation and test results that are out of sync with actual working conditions.

[0003] (2) The dynamic characteristics of the transmission system are the result of the coupling effect of multiple parameters such as torque, speed, and vibration. However, traditional equipment has a low sampling frequency and a single channel, making it difficult to synchronously collect complete dynamic signals at high speeds. This makes it impossible to establish the intrinsic relationship between fault characteristics and multiple physical field parameters, which restricts fault early warning and in-depth mechanism research.

[0004] (3) Testing of aerospace transmission components needs to cover a variety of operating conditions from low-speed break-in to high-speed limit, requiring the experimental platform to have flexible load application, efficient lubrication and heat dissipation, and convenient component replacement capabilities. However, traditional platforms have rigid structures, crude load simulation methods, and inefficient lubrication systems, making it difficult to adapt to the testing needs of transmission components with different configurations and speed ratios.

[0005] Therefore, developing a dedicated dynamic characteristic testing platform for gear transmission systems with high-speed precision control, multi-parameter synchronous acquisition, efficient lubrication and heat dissipation, and a highly compatible modular structure is of urgent practical significance and important engineering value for improving the R&D level, reliability assessment, and fault prediction capabilities of my country's aerospace gear transmission components. Summary of the Invention

[0006] To address the shortcomings of existing technologies, the purpose of this invention is to provide a dynamic characteristic testing platform for high-speed gear transmission systems in aviation. This platform solves the problems of insufficient speed simulation accuracy and range, lack of comprehensive parameter monitoring and linkage analysis, and poor system compatibility and scalability of existing testing platforms. It features high speed control accuracy, an efficient lubrication system, multi-parameter linkage acquisition capabilities, and a highly compatible "high-speed, low-transmission" function.

[0007] To achieve the above functions, the present invention adopts the following technical solution: A dynamic characteristic testing platform for a high-speed aviation gear transmission system includes a workbench, on which a drive motor is mounted. The output shaft of the drive motor is connected to the input shaft of a torque sensor. The output shaft of the torque sensor is connected to the input shaft of a gear test chamber in a gear test chamber. The output shaft of the gear test chamber is connected to the brake shaft of a brake. A hydraulic station is provided at the bottom of the workbench. The gear test chamber includes an input shaft and an output shaft. One end of the input shaft is connected to the output shaft of a torque sensor outside the gear test chamber, and the other end is fitted with a small bevel gear inside the gear test chamber. The small bevel gear meshes with a large bevel gear, which is fitted on one side of the intermediate shaft of the gear test chamber. A small cylindrical gear is fitted on the other side of the intermediate shaft of the gear test chamber, meshing with a large cylindrical gear. The large cylindrical gear is fitted on one side of the output shaft of the gear test chamber. The other end of the output shaft extends outside the gear test chamber and is connected to the brake shaft of the brake. Multiple vibration sensors are installed on the outer wall of the gear test chamber. An oil inlet threaded hole is opened at the upper end of the gear test chamber, and an oil return threaded hole is opened at the lower part. The oil outlet of the hydraulic station is connected to the oil inlet threaded hole through an oil inlet pipe, and the oil return threaded hole is connected to the oil return port of the hydraulic station through a oil return pipe for oil lubrication circulation.

[0008] Furthermore, an input shaft end cover is fixedly installed on the inner wall of the gear test box. The input shaft end cover is fixedly connected to the outer ring of the first deep groove ball bearing at one end, and the inner ring of the first deep groove ball bearing at the other end is fixedly connected to the input shaft sleeve. The input shaft of the gear test box passes through the input shaft end cover, the first deep groove ball bearing and the input shaft sleeve and is fitted with a bevel gear. A gear test chamber intermediate shaft is provided perpendicularly to the input shaft of the gear test chamber. The two ends of the intermediate shaft are respectively mounted on a first end cover and a second end cover. The first end cover is fixedly mounted on the inner wall of the gear test chamber and is fixedly connected to the outer ring of one end of the first deep groove ball bearing of the intermediate shaft. The inner ring of the other end of the first deep groove ball bearing is fixedly connected to a first positioning sleeve. A large bevel gear meshing with a bevel pinion is provided at the other end of the first positioning sleeve. The second end cover is fixedly mounted on the inner wall of the gear test chamber and is fixedly connected to the outer ring of one end of the second angular contact ball bearing of the intermediate shaft. The inner ring of the second angular contact ball bearing is fixedly connected to a second positioning sleeve. A cylindrical pinion is provided at the other end of the second positioning sleeve. The output shaft of the gear test chamber is arranged parallel to the intermediate shaft of the gear test chamber. The two ends of the output shaft are respectively installed on the first end cover and the second end cover of the output shaft. The first end cover of the output shaft is fixedly installed on the inner wall of the gear test chamber. The first end cover of the output shaft is fixedly connected to the outer ring of the first angular contact ball bearing at one end of the output shaft. The inner ring of the first angular contact ball bearing at the other end of the output shaft is fixedly connected to the third positioning sleeve. The other end of the third positioning sleeve is provided with a cylindrical large gear that meshes with the cylindrical small gear. The second end cover of the output shaft is fixedly installed on the inner wall of the gear test chamber. The second end cover of the output shaft is fixedly connected to the outer ring of the second angular contact ball bearing at one end of the output shaft. The inner ring of the second angular contact ball bearing at the other end of the output shaft is fixedly connected to the fourth positioning sleeve.

[0009] Furthermore, two vibration sensors are arranged on the outer walls of the housing on both sides of the input shaft end cover, three vibration sensors are arranged at intervals on the outer walls of the housing between the second end cover of the intermediate shaft and the first end cover of the output shaft, and two vibration sensors are arranged on the outer walls of the housing on both sides of the second end cover of the output shaft.

[0010] Furthermore, the output shaft of the drive motor is connected to the input shaft of the torque sensor via a motor-sensor coupling, the output end of the torque sensor is connected to the input shaft of the gear test chamber via a sensor-reduction gearbox coupling, and the output shaft of the test chamber is connected to the brake shaft of the brake via a reduction gearbox-brake coupling; the air inlet of the brake cylinder is connected to an air pump via a pneumatic pipeline.

[0011] Furthermore, the workbench is provided with a T-slot, which includes two transverse grooves and two longitudinal grooves. The transverse and longitudinal grooves are perpendicular to each other. A drive motor bracket and a torque sensor bracket are fixedly installed sequentially between the two transverse grooves. A gearbox bracket is fixedly installed at the intersection of the transverse and longitudinal grooves. A brake bracket is fixedly installed between the two longitudinal grooves. The drive motor is fixedly mounted on the workbench via the drive motor bracket. The torque sensor is fixedly mounted on the workbench via the sensor bracket. The gear test box is fixedly mounted on the workbench via the gearbox bracket. The brake is fixedly mounted on the workbench via the brake bracket.

[0012] Furthermore, the oil inlet threaded hole is located near the upper end of the meshing point where the small bevel gear meshes with the large bevel gear.

[0013] Furthermore, the input shaft end cover, the intermediate shaft first end cover, the intermediate shaft second end cover, the output shaft first end cover, and the output shaft second end cover are respectively fixedly connected to the gear test box by studs and washers.

[0014] Furthermore, the output shaft end face of the drive motor, the input shaft of the torque sensor, the output shaft of the torque sensor, the input shaft of the gear test box, the output shaft of the gear test box, and the brake shaft of the brake are all provided with grooves, which are respectively connected to the motor-sensor coupling, the sensor-gearbox coupling, and the gearbox-load coupling.

[0015] Furthermore, all four legs of the workbench are equipped with shock absorbers.

[0016] Furthermore, the gear test chamber is equipped with a glass viewing window on its top.

[0017] Compared with the prior art, the present invention has the following technical effects: This invention constructs a complete multi-stage gear transmission system by mounting a bevel pinion on the input shaft within the test chamber, a large bevel gear and a cylindrical pinion on the intermediate shaft of the gear test chamber, and a cylindrical large gear on the output shaft of the gear test chamber. This system more closely resembles the actual aerospace transmission structure. It can convert high-speed input to low-speed output, facilitating high-precision measurement and control at low speeds. Compared to other high-speed environments, this "high-to-low transmission" reduces the difficulty of measurement and control, resulting in smaller errors, higher control stability, and stronger system fault tolerance. The test platform provided by this invention, compared to test benches that only test a single gear pair, offers richer and more complex experiments, better meeting practical needs. The types of faults it can simulate include: gear faults (pitting, wear, cracks), bearing faults (missing inner and outer rings, loose bearing housings), and transmission shaft faults (cracks).

[0018] This invention highly integrates drive, measurement, lubrication, test generation, and load-bearing devices onto a single workbench. Four parallel and perpendicular T-slots and standardized supports enable rapid and precise positioning and fixation of each core component (drive motor, torque sensor, gear test chamber, and brake). This design significantly improves the platform's assembly flexibility, maintenance convenience, and component compatibility, resulting in a more compact structural layout. Simultaneously, all four legs of the workbench are equipped with base cushioning, effectively absorbing vibrations and impacts generated during high-speed operation, ensuring stable operation of the entire testing platform under high-speed conditions, and providing a stable mechanical environment for high-precision data acquisition.

[0019] This invention designs an active, closed-loop lubrication system consisting of a hydraulic station, inlet / return threaded holes, and an inlet pipe. The hydraulic station is located under the worktable, pumping lubricating oil to key parts inside the gearbox via the inlet pipe. The inlet hole is specifically designed to be located at the upper end near the meshing point of the large bevel gear and the small bevel gear, achieving precise and efficient lubrication and cooling of high-speed, heavy-load gear pairs. The return hole at the bottom completes the oil return, forming a circulation, keeping the gears in a good lubrication state at all times, effectively reducing wear and thermal deformation, and improving the lifespan of the experimental equipment and the reliability of test data. Furthermore, the gear test chamber has a glass viewing window on top for easy real-time observation of the gears' operation and lubrication status inside the chamber.

[0020] This invention can simulate high-speed operating conditions by adjusting the drive motor through a frequency converter and accurately collect torque and speed information through a torque sensor. Under high-speed operating conditions, the stress and wear of the gears will change. This invention can better test the performance of gears in actual high-speed operation, including the stability of their torque transmission and vibration. By accurately collecting torque, speed, and vibration displacement information through torque and vibration sensors, we can gain a deeper understanding of the mechanical characteristics of gears under different operating conditions, providing accurate data support for the optimization of gear performance and helping to design more durable and efficient gear transmission systems.

[0021] In summary, this invention provides an experimental platform that converts high-speed rotation to low-speed rotation using an experimental device, enabling real-time monitoring and acquisition of dynamic information, reducing experimental errors caused by external factors, and improving the accuracy of the testing platform. Attached Figure Description

[0022] Figure 1 This is a three-dimensional structural diagram of the overall assembly structure of the present invention.

[0023] Figure 2 This is a diagram showing the internal structure of the gear test chamber of the present invention.

[0024] Figure 3 This is an external schematic diagram of the gear test chamber of the present invention.

[0025] Figure 4 This is a schematic diagram of the structure of the lip seal ring of the present invention.

[0026] Figure 5 This is a schematic diagram of the structure of the input shaft sleeve of the present invention.

[0027] In the diagram: 1. Hydraulic station; 2. Oil inlet pipe; 3. T-slot; 4. Sensor bracket; 5. Motor bracket; 6. Drive motor; 7. Motor-sensor coupling; 8. Torque sensor; 9. Sensor-gearbox coupling; 10. Air pump; 11. Gear test chamber; 12. Gearbox-load coupling; 13. Brake; 14. Worktable; 15. Brake bracket; 16. Gearbox bracket; 17. Oil return pipe; 18. Shock absorber; 19. First deep groove ball bearing; 20. Oil trough; 21. First deep groove ball bearing on intermediate shaft; 22. First end cover of intermediate shaft; 23. First positioning sleeve; 24. Large bevel gear; 25. Output shaft... 26. Second end cap; 27. Output shaft second angular contact ball bearing; 28. Fourth positioning sleeve; 29. ​​Gear test box intermediate shaft; 30. Gear test box output shaft; 31. Cylindrical large gear; 32. Third positioning sleeve; 33. Output shaft first end cap; 34. Output shaft first angular contact ball bearing; 35. Cylindrical small gear; 36. Second positioning sleeve; 37. Intermediate shaft second angular contact ball bearing; 38. Intermediate shaft second end cap; 39. Bevel small gear; 40. Input shaft sleeve; 41. Input shaft end cap; 42. Gear test box input shaft; 43. Oil inlet threaded hole; 44. Oil return threaded hole; 45. Lip seal; 46. Glass viewing window. Detailed Implementation

[0028] The specific content of the present invention will be further explained in detail below with reference to the embodiments.

[0029] like Figure 1 As shown, a dynamic characteristic testing platform for a high-speed aviation gear transmission system includes a workbench 14 and a gear test chamber 11. Each of the four legs of the workbench 14 is equipped with a shock absorber 18. Above the workbench 14 are a drive motor 6 mounted via a motor bracket 5, a torque sensor 8 mounted via a sensor bracket 4, a gear test box 11 mounted via a gearbox bracket 16, a brake 13 mounted via a brake bracket 15, and an air pump 10. Below the workbench 14 is a hydraulic station 1.

[0030] The output shaft of the drive motor 6 is connected to the input shaft of the torque sensor 8 via the motor-sensor coupling 7; the output shaft of the torque sensor 8 is connected to the input shaft 41 of the gear test box via the sensor-reduction gearbox coupling 9; and the output shaft 29 of the gear test box is connected to the brake shaft of the connected brake 13 via the reduction gearbox-load coupling 12.

[0031] The couplings used in this test platform are all diaphragm couplings. Diaphragm couplings can effectively reduce the noise generated during the experiment, and at the same time effectively and stably transmit power to the working parts, reducing power loss. In addition, the diaphragm sensor compensates for radial and axial deviations, realizes the smooth operation of the equipment, and can also absorb vibration and impact during the transmission process, reduce damage to precision parts, and extend the service life of the equipment.

[0032] like Figure 2 As shown, the gear test chamber 11 includes a gear test chamber input shaft 41 and a gear test chamber output shaft 29. One end of the gear test chamber input shaft 41 is connected to the output shaft of the torque sensor 8 outside the gear test chamber 11, and the other end is fitted with a bevel pinion 38 inside the gear test chamber 11. The bevel pinion 38 meshes with a large bevel gear 24. The large bevel gear 24 is fitted on one side of the gear test chamber intermediate shaft 28. A cylindrical pinion 34 is fitted on the other side of the gear test chamber intermediate shaft 28. The cylindrical pinion 34 meshes with a cylindrical large gear 30. The cylindrical large gear 30 is fitted on one side of the gear test chamber output shaft 29. The other end of the gear test chamber output shaft 29 extends out of the gear test chamber 11 and is connected to the brake shaft of the brake 13. Multiple vibration sensors are installed on the outer wall of the gear test chamber 11, such as... Figure 3 As shown, the gear test chamber 11 has an oil inlet threaded hole 42 at its upper end, located near the meshing point of the bevel gear 38 and the large bevel gear 24. A return threaded hole 43 is located at its lower end. The oil outlet of the hydraulic station 1 is connected to the oil inlet threaded hole 42 via an oil inlet pipe 2. The return threaded hole 43 is connected to the return port of the hydraulic station 1 via a return pipe 17, for oil lubrication circulation. The top of the gear test chamber 11 has a glass viewing window 45 for real-time observation of the gear's operation and lubrication status.

[0033] An input shaft end cover 40 is fixedly mounted on the inner wall of the gear test chamber 11 by studs and washers. A lip seal 44 is installed inside the input shaft end cover 40. Figure 4 As shown; the input shaft end cover 40 is fixedly connected to the outer ring of one end of the first deep groove ball bearing 19, and the inner ring of the other end of the first deep groove ball bearing 19 is fixedly connected to the input shaft sleeve 39. The structure of the input shaft sleeve is as follows. Figure 5 As shown, the input shaft 41 of the gear test box passes through the input shaft end cover 40, the first deep groove ball bearing 19 and the input shaft sleeve 39 and is fitted with a bevel gear 38.

[0034] A gear test chamber intermediate shaft 28 is arranged perpendicularly to the input shaft 41 of the gear test chamber. The two ends of the intermediate shaft 28 are respectively mounted on a first end cover 22 and a second end cover 37. Lip seals 44 are installed inside the first end cover 22 and the second end cover 37. The first end cover 22 is fixedly mounted on the inner wall of the gear test chamber 11 by studs and washers. The first end cover 22 is fixedly connected to the outer ring of one end of the first deep groove ball bearing 21 of the intermediate shaft. The inner ring of the bearing at the other end of bearing 21 is fixedly connected to the first positioning sleeve 23. The other end of the first positioning sleeve 23 is provided with a large bevel gear 24 that meshes with the bevel pinion 38. The second end cover 37 of the intermediate shaft is fixedly installed on the inner wall of the gear test box 11 by studs and washers. The second end cover 37 of the intermediate shaft is fixedly connected to the outer ring of the bearing at one end of the second angular contact ball bearing 36 of the intermediate shaft. The inner ring of the bearing at one end of the second angular contact ball bearing 36 of the intermediate shaft is fixedly connected to the second positioning sleeve 35. The other end of the second positioning sleeve 35 is provided with a cylindrical pinion 34. The output shaft 29 of the gear test chamber is arranged parallel to the intermediate shaft 28 of the gear test chamber. The two ends of the output shaft 29 are respectively mounted on the first end cover 32 and the second end cover 25 of the output shaft. Lip seals 44 are installed inside the first end cover 32 and the second end cover 25 of the output shaft. The first end cover 32 of the output shaft is fixedly mounted on the inner wall of the gear test chamber 11 by studs and washers. The first end cover 32 of the output shaft is fixedly connected to the outer ring of one end of the first angular contact ball bearing 33 of the output shaft. The inner ring of the first angular contact ball bearing 33 at the other end of the output shaft is fixedly connected to the third positioning sleeve 31. The other end of the third positioning sleeve 31 is provided with a cylindrical large gear 30 that meshes with the cylindrical small gear 34. The second end cover 25 of the output shaft is fixedly installed on the inner wall of the gear test box 11 by studs and washers. The second end cover 25 of the output shaft is fixedly connected to the outer ring of the second angular contact ball bearing 26 at one end of the output shaft. The inner ring of the bearing at the other end of the second angular contact ball bearing 26 is fixedly connected to the fourth positioning sleeve 27.

[0035] Two vibration sensors are arranged on the outer walls of the housing on both sides of the input shaft end cover 40. Three vibration sensors are arranged at intervals on the outer walls of the housing between the intermediate shaft second end cover 37 and the output shaft first end cover 32. Two vibration sensors are arranged on the outer walls of the housing on both sides of the output shaft second end cover 25.

[0036] The workbench 14 is provided with a T-slot 3, which includes two transverse grooves and two longitudinal grooves. The transverse and longitudinal grooves are perpendicular to each other. A drive motor bracket 5 and a torque sensor bracket 4 are fixedly installed sequentially between the two transverse grooves. A gearbox bracket 16 is fixedly installed at the intersection of the transverse and longitudinal grooves. A brake bracket 15 is fixedly installed between the two longitudinal grooves. Furthermore, through holes with the same spacing as the groove lines of the T-slot 3 are provided at the bottom of the motor bracket 5, sensor bracket 4, gearbox bracket 16, and brake bracket 15. The motor bracket 5, sensor bracket 4, gearbox bracket 16, and brake bracket 15 are fixedly connected to the workbench 14 from left to right by bolts, which can prevent measurement errors caused by lateral positional movement due to vibration during the test.

[0037] A drive motor 6, with a rated speed of 12000 r / min, is fixedly mounted on the motor bracket 5 on the workbench 14, meeting the testing requirements of high-speed transmission components in aviation. The drive motor 6 is controlled by a frequency converter, allowing it to operate at different speeds. This facilitates the study of the dynamic characteristics of the gears at different speeds. The frequency converter parameters must be matched to the motor characteristics. The specific operating steps are as follows: 1) Initialization settings: After connecting the inverter power supply, enter the parameter setting interface, set the "Motor type" to "Servo motor", and enter the power, speed and voltage parameters for "Rated power", "Rated speed" and "Rated voltage" respectively to complete the motor parameter calibration; 2) Speed ​​control mode configuration: Select "Vector control mode". In this mode, the speed control accuracy can reach ±0.1%, which meets the precise speed control requirements under high speed conditions; set "acceleration time" to 10s and "deceleration time" to 15s to avoid excessive impact torque when the drive motor 6 starts and stops. 3) Protection Parameter Settings: Set the "Overcurrent Protection Value" to 16A (motor rated current 14.4A), the "Overvoltage Protection Value" to 450V, and the "Overheat Protection Temperature" to 120℃. When the motor operating parameters exceed the thresholds, the inverter will automatically cut off the output to protect the equipment. Before starting drive motor 6, check the connection lines between the inverter and drive motor 6 to ensure that the connection is correct and secure, and that drive motor 6 has no mechanical faults or jamming. Connect the inverter power supply and turn on the inverter's control power switch. Locate the "Start" button on the inverter's operation panel and press the start button to start drive motor 6. Based on the correspondence between the inverter's output frequency and the drive motor 6 speed, gradually increase the inverter's output frequency on the inverter's operation panel until the drive motor 6 speed reaches the frequency setting value of the required speed. At the same time, closely observe the operating status of drive motor 6 to ensure that drive motor 6 runs smoothly without abnormal vibration or noise. During frequency adjustment, pay attention to the inverter's output current and the load of drive motor 6. If the current is too high and approaches the rated current of the frequency converter, or if the drive motor 6 shows signs of overload, the acceleration operation needs to be stopped, and the load checked for abnormalities. After completing its work, the drive motor 6 begins to decelerate. Using the operation panel, slowly reduce the output frequency of the frequency converter. The deceleration time can be set appropriately according to the actual situation to avoid large mechanical shocks caused by sudden stops of the drive motor. Continue to reduce the frequency until the frequency converter output frequency reaches 0Hz, at which point the drive motor 6 stops running. Turn off the control power and main power of the frequency converter to complete the entire operation of the drive motor 6. The output shaft of the drive motor 6 is connected to a torque sensor 8 via a motor-sensor coupling 7.

[0038] The torque / speed measuring device includes a sensor bracket 4 fixedly mounted on the workbench 14. A torque sensor 8 is fixedly mounted on the sensor bracket 4. The torque sensor 8 has a torque measurement range of 10-100 N / m, meeting the torque testing requirements of gear components. Simultaneously, the torque sensor 8 can measure the output speed and torque of the drive motor 6. Both ends of the sensor 8 have a shaft diameter of 24 mm, with 4×4 mm keyways at the shaft ends for connection to the motor shaft and the input shaft 41 of the gear test chamber, respectively. The torque sensor 8 is calibrated (to be completed before the experiment), as follows: 1) Mechanical calibration: Fix the torque sensor on the sensor bracket and use a dial indicator to check the coaxiality of the sensor input shaft and output shaft to ensure that the deviation is ≤0.02mm. If the deviation exceeds the tolerance, the bracket position needs to be adjusted. 2) Electrical calibration: Connect the sensor to the data acquisition card, open the accompanying "Torque Sensor Calibration Software", and select "Two-point calibration method": 3) Zero-point calibration: With the sensor under no-load conditions, click the "Zero-point calibration" button, and the software will automatically record the output voltage value at zero torque; 4) Full-scale calibration: Apply 250N to the sensor output using a standard weight loading device. For the standard torque, click "Full-scale Calibration." The software will automatically establish a linear relationship between torque and output voltage. After calibration, the error must be ≤0.1%. Before starting the sensor, check that the connections between the torque sensor, data adapter cable, and power supply are secure and correct. Ensure that the signal cable is not damaged and the interface is not loose. Turn on the torque sensor and start the data acquisition software that comes with it. Set the relevant parameters in the software, such as the sampling frequency (which determines the number of times data is collected per second), the measurement unit (e.g., Newton-meters for torque, revolutions per minute for speed), and the data storage path. Simultaneously, initialize the torque sensor through the software to establish a communication connection between the software and the sensor. Start the drive motor and allow it to run normally. The torque sensor will begin measuring torque and speed in real time and transmitting the data to the acquisition software. The software will continuously collect and record torque and speed data according to the set sampling frequency. After completing the test, first stop the drive motor to avoid torque and speed changes in the device after the sensor stops working, which could affect the accuracy of the measurement results. After the device under test has completely stopped, stop data acquisition through the data acquisition software. At this point, the software will complete the recording and storage of the last batch of data. First, turn off the power to the torque sensor, then close the data acquisition software. Before closing the software, ensure the data has been properly saved. In gear dynamic characteristic testing, engineers can quantitatively analyze the impact of torque and speed on gear dynamic characteristics based on the information provided by the torque sensor.

[0039] The experimental setup includes a gearbox bracket (16) fixedly mounted on a workbench 14. A gear test chamber 11 is fixedly mounted on the gearbox bracket 16. The gear test chamber 11 contains three shafts: an input shaft 41, an intermediate shaft 28, and an output shaft 29. A bevel gear 38 is fixed to the input shaft 41. The bevel gear 38 has a bore diameter of 19mm, a module of 1.85, 28 teeth, a tooth width of 15, is made of 9310, has a pressure angle of 20°, a helix angle of 12°, and a high-speed shaft rotation speed of 12000rpm. A large bevel gear 24 and a cylindrical gear are fixed to the intermediate shaft 28. The pinion 34 and bevel pinion 38 mesh with the large bevel gear 24, with a rotational speed of 8197 rpm. The large bevel gear 24 has a module of 1.85, 41 teeth, a tooth width of 15, is made of 9310, has a pressure angle of 20°, and a helix angle of 12°. The cylindrical pinion 34 has a module of 1.75, 29 teeth, and a tooth width of 18. The cylindrical large gear 30 has a module of 1.75, 53 teeth, a tooth width of 15, is made of 9310, and has a pressure angle of 20°. The low-speed shaft speed is 4484 rpm. The cone angles of the high-speed bevel gears are 34.3° and 55.7°, respectively, and the cone distance is 46 mm. The center distance of the low-speed spur cylindrical gears is 71.75 mm.

[0040] When the gear test chamber 11 is working, power is input from the bevel pinion 38 to the large bevel gear 24 on the intermediate shaft 28 of the gear test chamber. When the large bevel gear 24 rotates, it drives the intermediate shaft 28 of the gear test chamber to rotate. The cylindrical pinion 34 fixed on the intermediate shaft 28 of the gear test chamber rotates accordingly. At this time, the power is transmitted from the cylindrical pinion 34 on the intermediate shaft 28 of the gear test chamber to the cylindrical large gear 30 on the output shaft 29 of the gear test chamber. Finally, the output shaft 29 of the gear test chamber transmits the power to the next component. The high-speed stage transmission ratio of the gear test chamber 11 is 1.464, the low-speed stage transmission ratio is 1.828, and the total transmission ratio is 2.676. When the gear test chamber 11 is working, the operation of the gears should be observed through the glass viewing window 45 on the top of the chamber. If foreign objects are found in the gears or the gears are not rotating properly, the test should be stopped immediately. Afterward, the chamber cover should be opened and the gears should be cleaned and lubricated again.

[0041] The load device includes a brake bracket 15 fixedly mounted on the workbench 14, with a brake 13 fixedly mounted on the bracket 15. This is an air-cooled load device, cooled by compressed air supplied by the air pump 10, suitable for the high-speed, long-term operation load requirements of the experimental platform. The rated torque of this brake is well-matched to the measurement range of the torque sensor on the experimental platform, accurately simulating the load resistance of an aerospace transmission system under different operating conditions. Its rated current is 1500mA, operating voltage is 24VDC, coil resistance is 16Ω, rated slip power is 1800W for 5 minutes without air cooling, and continuous rated slip power is 280W. The maximum speed can reach 12000rpm, fully covering the rated speed range of the drive motor 6, and can stably withstand load impacts under high-speed conditions. The moment of inertia of the brake 13 is 2.62×10⁻⁶. - It measures 20.6 kg / cm², has a compact overall structure, and is securely connected to the workbench via a support frame. Its air pipe connector is an external thread 1 / 4" NPT specification, which needs to be connected to the air pump (10) device via a φ10MM rubber hose. When the air pressure is 620 kPa, the air consumption is about 567 liters / minute. Clean and dry compressed air can effectively reduce the operating temperature of the equipment and avoid the load accuracy from decreasing due to overheating. The input shaft end face of the brake 13 is provided with a groove that matches the coupling. It is fixedly connected through the coupling to ensure the stability of power transmission and reduce the load fluctuation caused by transmission clearance. The standard sound pressure of the equipment is 80 decibels when it is running. Hearing protection equipment must be used during operation to avoid noise damage. The load adjustment is controlled by the air pump pressure and the coil current of the brake 13. Different load levels can be flexibly switched to simulate the load changes of the aircraft transmission system during takeoff, cruise, and landing, providing diverse load conditions for gear dynamic characteristic testing. During the experiment, the temperature, current and load feedback data of the brake 13 need to be monitored in real time. If any abnormality occurs, the air pressure should be adjusted or the power supply should be cut off in time to ensure the safe and stable operation of the equipment.

[0042] As a core auxiliary device of the experimental platform's load system, the air pump 10 is linked with the brake 13 in the load device through an air pipe. It provides stable heat dissipation support for the brake 13 under high-speed, variable-load testing conditions, and simultaneously achieves precise air pressure control to meet load adjustment requirements. Its structural design and operating parameters must strictly adapt to the "high-speed, low-transmission" testing function and the collaborative logic of each component of this experimental platform. The air pump 10 is placed on the workbench 14, and its lateral distance can be finely adjusted according to the installation position of the brake 13 to reduce air pressure transmission loss. The air pump 10 uses an oil-free air compression structure with a rated power of 400W and a working voltage of 380V three-phase AC, compatible with the drive motor power supply system, avoiding the circuit complexity caused by separate wiring. Its rated exhaust pressure is 0.8MPa, and its continuous exhaust volume is 0.4m³ / min, which can meet the heat dissipation requirements of the brake under maximum load (compatible with torque sensor measurement range of 10-100N / m). The compressed air quality meets industrial-grade cleanliness standards to prevent impurities from clogging the brake 13's heat dissipation channels. The air hose connecting the air pump 10 and the brake 13 is a φ10mm, 1.5mm thick oil-resistant PU hose, with 1 / 4" NPT external thread connectors at both ends. After the connectors and air hose are connected with an interference fit, they are sealed with PTFE tape to ensure airtightness. The air hose is arranged along the edge of the workbench and fixed to the columns of each device support with plastic cable ties to prevent wear or displacement of the air hose due to equipment vibration during the experiment. It is also kept away from high-temperature components such as the drive motor 6 and gear test chamber 11 to prevent air hose aging. The air pump 10 integrates a pressure regulation and monitoring module, including a pressure gauge with a range of 0-1.0MPa and a pressure regulating valve with an accuracy of ±0.02MPa. Before the experiment, the air pressure parameters need to be matched according to the load level of the brake 13: when the brake 13... During the simulated flight transmission cruise phase under low load (corresponding to torque 10-30 N / m), the air pressure is adjusted to 0.5 MPa, with an air consumption of approximately 350 L / min. During the simulated takeoff phase under medium load (corresponding to torque 30-70 N / m), the air pressure is adjusted to 0.65 MPa, with an air consumption of approximately 480 L / min. During the simulated extreme operating condition under high load (corresponding to torque 70-100 N / m), the air pressure is adjusted to 0.8 MPa, with an air consumption reaching 567 L / min. This ensures that the brake temperature remains stable below 85℃ under different loads, preventing overheating from affecting load control accuracy. Furthermore, a 5μm precision pre-filter is installed at the air pump 10 inlet. The filter element needs to be replaced every 500 hours of operation to prevent dust and moisture from entering the brake and to ensure the service life of the brake components.

[0043] The air pump device and other components of the experimental platform are linked and controlled in a sequential manner: before starting the drive motor 6, the air pump 10 must be turned on first. After the pressure gauge shows that the air pressure has reached the set value and stabilized for 30 seconds, the brake 13 is activated through the control system to apply load. At the end of the experiment, the load output of the brake 13 is turned off first, and the air pump is kept running for 5 minutes. After the temperature of the brake 13 drops below 50°C, the air pump 10 is turned off to avoid brake pad deformation caused by stopping at high temperatures. At the same time, the air pump 10 is equipped with overheat protection (trigger temperature 120°C) and overload protection (rated current 1.9A). When the equipment malfunctions, it automatically cuts off the power supply and sends a signal to the main control system of the experimental platform, triggering an audible and visual alarm to ensure experimental safety.

[0044] Hydraulic power station 1 is installed on the left side below workbench 14 of the experimental platform, providing oil lubrication for the reduction gearbox within the platform. Hydraulic power station 1 employs a small, integrated structure with a 20L oil tank, using 4450 aviation gear oil, which possesses excellent anti-foaming properties and oxidation stability, meeting the oil performance requirements for long-term operation of the experimental platform. Hydraulic power station 1 is equipped with a 1.5kW hydraulic pump, operating on 380V three-phase AC power, compatible with the power supply systems of other power equipment on the platform. Its rated working pressure is 10MPa, and its flow rate is 6L / min, providing stable hydraulic power to drive the hydraulic actuators on the platform to perform precise adjustment actions. Hydraulic power station 1 connects to the hydraulic actuators on the platform via a high-pressure hose. The hose is a φ10mm inner diameter, 16MPa rated pressure steel wire braided hose, equipped with standard hydraulic connectors at both ends to ensure a tight seal and prevent hydraulic oil leakage from affecting the experimental environment. The hydraulic lines are arranged along the lower edge of the workbench 14 and fixed to the support column with pipe clamps, away from high-temperature and vibrating components such as the drive motor 6 and gear test chamber 11, to prevent pipe wear or loosening of joints due to vibration. The hydraulic station 1 integrates pressure regulation, level monitoring, and temperature control modules: it is equipped with a pressure gauge with a range of 0-16MPa, which can adjust the system pressure according to the action requirements of the hydraulic actuators; a level gauge is installed to monitor the oil level in the tank in real time, triggering an audible and visual alarm when the oil level is below 1 / 3 of the tank volume, reminding the user to add hydraulic oil; an oil temperature sensor (range -20℃-100℃) is installed, and when the oil temperature exceeds 60℃, the cooling fan is activated to dissipate heat and ensure stable operation of the hydraulic system. In addition, a 10μm precision return oil filter is installed at the return port of the hydraulic station 1, and the filter element needs to be replaced every 300 hours of operation to prevent impurities from entering the hydraulic pump and actuators, ensuring the service life of the hydraulic system. The hydraulic station and the experimental platform operate in tandem: when the experimental platform starts, the hydraulic station starts synchronously. The hydraulic actuators only activate after the system pressure reaches the set value and stabilizes for 10 seconds. During the experiment, hydraulic station 1 provides real-time feedback of pressure, level, and temperature data to the main control system. If any abnormality occurs (such as a sudden pressure drop or excessively high oil temperature), the main control system will automatically pause the experiment and issue an alarm. After the experiment, the hydraulic station continues to run for 2 minutes until the actuators reset before shutting down, preventing damage to hydraulic components due to residual pressure. The compact design and precise control characteristics of this hydraulic station effectively meet the auxiliary power requirements of this experimental platform for high-speed fault detection in aero-transmission systems. It provides stable and reliable power support for the hydraulic drive components in the platform, ensuring the accuracy and repeatability of various adjustment actions during the experiment, and facilitating the efficient conduct of aero-transmission fault detection experiments.

[0045] A test method for a dynamic characteristic test platform for a high-speed gear transmission system in aviation includes: (1) Preparation before starting: Check whether each component is installed firmly. If not, fix the drive motor, torque sensor, gear test box, brake and other components through T-slots and motor bracket, sensor bracket, gearbox bracket and brake bracket, and connect oil pipe, air pipe, coupling and so on. (2) Parameter settings: calibrate the inverter to drive motor parameters (vector control mode), calibrate the torque sensor at two points, and match the air pump pressure according to the load; (3) Start-up and operation: First start the hydraulic station, confirm that the lubricating oil circulation is normal, then start the air pump for heat dissipation, and finally start the drive motor and adjust the speed through the frequency converter to simulate the working conditions; (4) Data acquisition and analysis: Torque, speed, vibration and other data are collected in real time through torque sensor to analyze the dynamic characteristics of gears under high speed and variable load (such as vibration, stability, fatigue life, etc.). (5) Load adjustment: Various load conditions are simulated by the coordinated operation of the air pump and the brake; (6) Observation and conclusion: Monitor the operation of the gear through the glass window. After the experiment, gradually reduce the speed, stop the drive motor, keep the air pump running for a period of time to cool the brake, and turn off the hydraulic station, air pump and other auxiliary equipment.

Claims

1. An aero high-speed gear transmission system dynamic characteristic test platform, characterized in that, include A workbench (14) is provided with a drive motor (6). The output shaft of the drive motor (6) is connected to the input shaft of the torque sensor (8). The output shaft of the torque sensor (8) is connected to the input shaft (41) of the gear test box (11). The output shaft (29) of the gear test box (11) is connected to the brake shaft of the brake (13). A hydraulic station (1) is provided at the bottom of the workbench (14). The gear test chamber (11) includes a gear test chamber input shaft (41) and a gear test chamber output shaft (29). One end of the gear test chamber input shaft (41) is connected to the output shaft of the torque sensor (8) outside the gear test chamber (11), and the other end is fitted with a bevel pinion (38) inside the gear test chamber (11). The bevel pinion (38) meshes with a large bevel gear (24). The large bevel gear (24) is fitted on one side of the gear test chamber intermediate shaft (28). A cylindrical pinion (34) is fitted on the other side of the gear test chamber intermediate shaft (28). The cylindrical pinion (34) meshes with a cylindrical large gear (30). The cylindrical gear (30) is sleeved on one side of the output shaft (29) of the gear test box. The other end of the output shaft (29) of the gear test box extends out of the gear test box (11) and is connected to the brake shaft of the brake (13). Multiple vibration sensors are installed on the outer wall of the gear test box (11). The upper end of the gear test box (11) is provided with an oil inlet threaded hole (42), and the lower part is provided with an oil return threaded hole (43). The oil outlet of the hydraulic station (1) is connected to the oil inlet threaded hole (42) through the oil inlet pipe (2). The oil return threaded hole (43) is connected to the oil return port of the hydraulic station (1) through the oil return pipe (17) for oil lubrication circulation.

2. The dynamic characteristics test platform of an aero high-speed gear transmission system according to claim 1, characterized in that, An input shaft end cover (40) is fixedly installed on the inner wall of the gear test box (11). The input shaft end cover (40) is fixedly connected to the outer ring of the first deep groove ball bearing (19) at one end. The inner ring of the first deep groove ball bearing (19) at the other end is fixedly connected to the input shaft sleeve (39). The input shaft (41) of the gear test box passes through the input shaft end cover (40), the first deep groove ball bearing (19) and the input shaft sleeve (39) and is fitted with a bevel gear (38). Gear test box middle shaft (28) is arranged in the vertical direction of the gear test box input shaft (41), both ends of the gear test box middle shaft (28) are respectively installed on the middle shaft first end cover (22) and the middle shaft second end cover (37); the middle shaft first end cover (22) is fixedly arranged on the inner wall of the gear test box (11), the bearing outer ring of one end of the middle shaft first deep groove ball bearing (21) is fixedly connected with the middle shaft first end cover (22), the bearing inner ring of the other end of the middle shaft first deep groove ball bearing (21) is fixedly connected with the first positioning sleeve (23), and the large bevel gear (24) engaged with the conical pinion (38) is arranged at the other end of the first positioning sleeve (23); the middle shaft second end cover (37) is fixedly arranged on the inner wall of the gear test box (11), the bearing outer ring of one end of the middle shaft second angular contact ball bearing (36) is fixedly connected with the middle shaft second end cover (37), the bearing inner ring of one end of the middle shaft second angular contact ball bearing (36) is fixedly connected with the second positioning sleeve (35), and the cylindrical pinion (34) is arranged at the other end of the second positioning sleeve (35); The gear test box output shaft (29) is arranged in parallel with the gear test box middle shaft (28), both ends of the gear test box output shaft (29) are respectively installed on the output shaft first end cover (32) and the output shaft second end cover (25), the output shaft first end cover (32) is fixedly arranged on the inner wall of the gear test box (11), the bearing outer ring of one end of the output shaft first angular contact ball bearing (33) is fixedly connected with the output shaft first end cover (32), the bearing inner ring of the other end of the output shaft first angular contact ball bearing (33) is fixedly connected with the third positioning sleeve (31), and the cylindrical large gear (30) engaged with the cylindrical pinion (34) is arranged at the other end of the third positioning sleeve (31); the output shaft second end cover (25) is fixedly arranged on the inner wall of the gear test box (11), the bearing outer ring of one end of the output shaft second angular contact ball bearing (26) is fixedly connected with the output shaft second end cover (25), and the bearing inner ring of the other end of the output shaft second angular contact ball bearing (26) is fixedly connected with the fourth positioning sleeve (27).

3. The dynamic characteristics test platform of an aero high-speed gear transmission system according to claim 1, characterized in that, Two vibration sensors are arranged on the outer wall of the box on both sides of the input shaft end cover (40), three vibration sensors are arranged on the outer wall of the box at intervals between the middle shaft second end cover (37) and the output shaft first end cover (32), and two vibration sensors are arranged on the outer wall of the box on both sides of the output shaft second end cover (25).

4. The dynamic characteristics test platform of an aero high-speed gear transmission system according to claim 1, characterized in that, The output shaft of the driving motor (6) is connected with the input shaft of the torque sensor (8) through a motor-sensor coupling (7), the output end of the torque sensor (8) is connected with the gear test box input shaft (41) through a sensor-reduction box coupling (9), and the test box output shaft (29) is connected with the brake shaft of the brake (13) through a reduction box-brake coupling (12); the air inlet of the cylinder of the brake (13) is connected with the air pump (10) through a pneumatic pipeline.

5. The dynamic characteristics test platform of an aero high-speed gear transmission system according to claim 1, characterized in that, The workbench (14) is provided with a T-shaped groove (3), the T-shaped groove (3) includes two transverse grooves and two longitudinal grooves, the transverse grooves and the longitudinal grooves are perpendicular to each other, the two transverse grooves are sequentially and fixedly provided with a driving motor support (5) and a torque sensor support (4), the gear box support (16) is fixedly installed at the intersection of the transverse groove and the longitudinal groove, and the two longitudinal grooves are fixedly provided with a brake support (15); the driving motor (6) is fixedly installed on the workbench (14) through the driving motor support (5); the torque sensor (8) is fixedly installed on the workbench (14) through the sensor support (4); the gear test box (11) is fixedly installed on the workbench (14) through the gear box support (16); and the brake (13) is fixedly installed on the workbench (14) through the brake support (15).

6. The dynamic characteristics test platform of an aero high-speed gear transmission system according to claim 1, characterized in that, The oil inlet threaded hole (42) is arranged at the upper end of the meshing position of the bevel pinion (38) and the large bevel gear (24).

7. The dynamic characteristics test platform of an aero high-speed gear transmission system according to claim 2, characterized in that, The input shaft end cover (40), the intermediate shaft first end cover (22), the intermediate shaft second end cover (37), the output shaft first end cover (32) and the output shaft second end cover (25) are fixedly connected with the gear test box (11) through studs, gaskets and the gear test box (11).

8. The dynamic characteristics test platform of an aero high-speed gear transmission system according to claim 4, characterized in that, The output shaft end face of the driving motor (6), the input shaft of the torque sensor (8), the output shaft of the torque sensor (8), the gear test box input shaft (41), the gear test box output shaft (29) and the brake shaft of the brake (13) are all provided with grooves and are connected with a motor-sensor coupling (7), a sensor-reduction box coupling (9) and a reduction box-load coupling (12) respectively.

9. The dynamic characteristics test platform of an aero high-speed gear transmission system according to claim 1, characterized in that, The four supporting legs of the workbench (14) are all provided with shock absorbers (18).

10. The dynamic characteristics test platform of an aero high-speed gear transmission system according to claim 1, characterized in that, The gear test box (11) is provided with a glass window (45) at the top.

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