Aero-engine global attitude-gyroscopic moment composite test system

Abstract

The invention discloses an aero-engine global attitude-gyroscopic moment composite test system, and relates to the technical field of aero-engine tests. The technical problems that an existing test system cannot achieve precise coupling simulation of global attitude coverage and gyroscopic moment, the test precision is low, and the scene is single are solved. The system comprises a multi-axis linkage attitude simulation platform, a high-precision gyroscopic moment loading system, a linear load loading system and a wheel rail support system. The multi-axis linkage attitude simulation platform can realize aeroengine global attitude adjustment, and the high-precision gyroscopic moment loading system dynamically outputs a matched gyroscopic moment based on real-time attitude data. According to the method, the attitude change and gyroscopic moment coupling effect of the aero-engine under the complex flight working condition can be truly reproduced, the test authenticity and data reliability are remarkably improved, and key technical support is provided for design optimization and performance verification of the aero-engine.

Description

Technical Field

[0001] This invention belongs to the field of aero-engine testing technology, and more specifically, relates to an aero-engine global attitude-gyro torque composite testing system. Background Technology

[0002] During flight, aero engines undergo complex attitude changes (such as climb, dive, and turn), while the high-speed rotating rotor generates significant gyroscopic torque. The coupling effect between attitude changes and gyroscopic torque directly affects the engine's operational stability and structural safety. Therefore, reproducing this coupled condition during ground testing is crucial for engine design verification.

[0003] Existing aero-engine testing systems suffer from the following shortcomings: First, their attitude simulation range is limited, mostly involving single-axis or dual-axis adjustments, failing to cover the entire three-dimensional attitude domain and making it difficult to reproduce extreme flight conditions. Second, gyroscopic torque loading is often static or disconnected from attitude changes, failing to achieve dynamic coupling simulation. This results in significant deviations between test data and actual operating conditions, leading to insufficient test reliability. Therefore, there is an urgent need for a testing system capable of achieving precise coupling between attitude and gyroscopic torque across the entire domain to address the deficiencies of existing technologies. Summary of the Invention

[0004] The purpose of this invention is to provide a composite test system for the attitude-gyro torque of aero-engines, which solves the technical problems of existing test systems being unable to achieve full-domain attitude coverage and precise coupling simulation of gyro torque, having low test accuracy, and limited test scenarios.

[0005] To achieve the above objectives, the present invention provides a comprehensive attitude-gyroscopic torque composite test system for aero-engines, comprising: Rotating arm; A multi-axis linkage attitude simulation platform is used to carry an aero-engine test piece and drive the aero-engine test piece to perform full-domain three-dimensional attitude adjustment. The multi-axis linkage attitude simulation platform is slidably connected to the rotating arm, and the sliding direction is set along the length direction of the rotating arm. A linear load application system, connected to both the rotating arm and the multi-axis linkage attitude simulation platform, is used to apply a linear load by adjusting the radial position of the test piece carrying the aero-engine. A high-precision gyro torque loading system has its output shaft rigidly connected to one end of the rotating arm, which is used to drive the rotating arm to rotate in order to apply gyro torque to the aero-engine test piece.

[0006] Optionally, the system also includes: The wheel-rail support system consists of a circular track and a roller assembly. The roller assembly is rotatably mounted on the lower surface of the other end of the rotating arm, and the roller assembly makes rolling contact with the circular track.

[0007] Optionally, the radius of the circular track is matched with the maximum rotation radius of the rotating arm; The circular track has an arc-shaped groove structure in its cross-section, and the roller assembly is embedded in the groove to form a contact fit.

[0008] Optionally, the multi-axis linkage attitude simulation platform is a three-axis serial structure, comprising: Fixed base; The Z-axis deflection stage is mounted on the fixed base and is used to drive the aero-engine test piece to rotate around the Z-axis; The Y-axis pitch stage is mounted on the Z-axis deflection stage and is used to drive the aero-engine test piece to rotate around the Y-axis. The X-axis roll stage is mounted on the Y-axis pitch stage and is used to drive the aero-engine test piece to rotate around the X-axis. Each axis is equipped with an absolute encoder and a servo drive motor.

[0009] Optionally, the rotation range of the Z-axis deflection stage is ±180°.

[0010] The rotation range of the Y-axis pitch stage is ±30°; The rotation range of the X-axis rotary table is ±270°.

[0011] Optionally, the linear load loading system includes: A rack is fixedly arranged along the length direction of the rotating arm; A gear is rotatably mounted at the bottom of the multi-axis linkage attitude simulation platform and meshes with the rack. A radial drive motor is connected to the gear transmission.

[0012] Optionally, the multi-axis linkage attitude simulation platform is provided with a T-shaped slide groove at the bottom, and the rotating arm is provided with a T-shaped slide rail adapted to the T-shaped slide groove. The two are slidably connected by the T-shaped slide rail and the T-shaped slide groove.

[0013] Optionally, the system also includes: The real-time data acquisition and control system is communicatively connected to the multi-axis linkage attitude simulation platform, the high-precision gyro torque loading system, the linear load loading system, and the aero-engine test piece, respectively. It is used to acquire attitude, torque, speed, temperature, and test piece operating parameters, and output precise control commands to load precise gyro torque onto the aero-engine test piece.

[0014] Optionally, the gyro torque is calculated using the formula M=J×w×Ω, where J is the engine rotor moment of inertia, w is the rotor angular velocity, and Ω is the simulated flight angular velocity of the rotating arm.

[0015] Optionally, the real-time data acquisition and control system adopts an FPGA+ARM dual-core architecture; The FPGA is responsible for parallel acquisition of multi-channel data; ARM is responsible for data processing, control algorithm calculation, and instruction output.

[0016] The beneficial effects of this invention are as follows: It provides a composite test system for the attitude and gyroscopic torque of an aero-engine, comprising: a rotating arm, a multi-axis linkage attitude simulation platform, a linear load loading system, and a high-precision gyroscopic torque loading system. The multi-axis linkage attitude simulation platform overcomes the attitude limitations of traditional test systems through its multi-axis linkage design, enabling the reproduction of engine attitudes under various extreme flight conditions. The linear load loading system allows for radial position adjustment of the aero-engine test piece, thereby applying linear loads and providing fundamental structural support for linear load simulation and gyroscopic torque coupling.

[0017] Other features and advantages of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0018] The above and other objects, features and advantages of the present invention will become more apparent from the more detailed description of exemplary embodiments of the invention in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components in the exemplary embodiments of the invention.

[0019] Figure 1 A schematic structural diagram of an aero-engine global attitude-gyro torque composite test system according to an embodiment of the present invention is shown.

[0020] Figure 2 A schematic structural diagram of a multi-axis linkage attitude simulation platform according to an embodiment of the present invention is shown.

[0021] Explanation of reference numerals in the attached figures: 1. Rotating arm; 2. Multi-axis linkage attitude simulation platform; 21. Fixed base; 22. Z-axis yaw stage; 23. Y-axis pitch stage; 24. X-axis roll stage; 3. Aircraft engine test components; 4. Linear load loading system; 5. High-precision gyro torque loading system; 6. Wheel-rail support system; 7. T-shaped slide rail. Detailed Implementation

[0022] Preferred embodiments of the invention will now be described in more detail. While preferred embodiments of the invention are described below, it should be understood that the invention can be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that the invention will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

[0023] like Figure 1 As shown, this embodiment provides a composite test system for the attitude-gyroscopic torque of an aero-engine, including: Rotating arm 1; The multi-axis linkage attitude simulation platform 2 is used to carry the aero-engine test piece 3 and drive the aero-engine test piece 3 to perform full-domain three-dimensional attitude adjustment. The multi-axis linkage attitude simulation platform 2 is slidably connected to the rotating arm 1, and the sliding direction is set along the length direction of the rotating arm 1. The linear load loading system 4 is connected to both the rotating arm 1 and the multi-axis linkage attitude simulation platform 2, and is used to apply linear loads by adjusting the radial position of the test piece 3 bearing the aero-engine. The high-precision gyro torque loading system 5 has its output shaft rigidly connected to one end of the rotating arm 1, which is used to drive the rotating arm 1 to rotate in order to apply gyro torque to the aero-engine test piece 3.

[0024] Specifically, the multi-axis linkage attitude simulation platform 2 is slidably connected to the rotating arm 1, enabling the attitude platform to slide radially along the length of the rotating arm 1. This ensures the attitude platform can independently complete full-domain three-dimensional attitude adjustment, solving the problem of interference between attitude adjustment and rotational motion in traditional systems. This provides a basic structural support for linear load simulation and gyroscopic torque coupling. The linear load loading system 4 is bidirectionally connected to the rotating arm 1 and the attitude platform, directly applying linear loads through radial position adjustment without additional transition structures, reducing load transmission loss and solving the distortion problem in traditional linear load simulation. The high-precision gyroscopic torque loading system 5 is rigidly connected to the rotating arm 1, directly driving the rotating arm 1 to rotate and apply gyroscopic torque. This results in high torque transmission efficiency and no additional lag, solving the problem of disconnection between traditional static torque loading and attitude changes. This achieves preliminary synergy between attitude adjustment and gyroscopic torque loading, laying the foundation for reproducing complex working conditions.

[0025] Optionally, the system in this embodiment further includes: The wheel-rail support system 6 consists of a circular track and a roller assembly. The roller assembly is rotatably mounted on the lower surface of the other end of the rotating arm 1, and the roller assembly makes rolling contact with the circular track.

[0026] In this embodiment, the roller assembly includes four sets of rollers, symmetrically distributed in a rectangular shape below the end of the rotating arm 1. Each set of rollers is connected to the end of the cantilever via a ball joint, ensuring that the rollers can adapt to the curved surface of the track and maintain contact. The rollers are made of high-strength alloy steel with a nitrided surface and a hardness ≥ HRC60. The circular track is fixed to a track mounting base, which is secured to the ground with anchor bolts to ensure installation accuracy. The track radius matches the maximum rotation radius of the rotating arm 1. Specifically, the wheel-rail support system 6 supports the other end of the rotating arm 1 through a circular track and roller assembly, balancing the driving torque at one end of the rotating arm 1 and the centrifugal force at the other end. This solves the vibration and offset problems caused by the unilateral force on the rotating arm 1 during high-speed rotation, significantly improving the rotational stability of the rotating arm 1. The roller assembly rolls in contact with the circular track, resulting in low frictional resistance and avoiding the influence of sliding friction on the rotational angular velocity (Ω). This ensures the accuracy of the "simulated flight angular velocity Ω of the rotating arm 1" in the gyroscope torque calculation, indirectly improving the torque loading accuracy. The distributed support design of the multiple roller assemblies disperses the load pressure at the end of the rotating arm 1, reduces the risk of structural deformation of the rotating arm 1, extends the service life of the equipment, and provides stability assurance for long-term continuous testing.

[0027] Optionally, the radius of the circular track is matched with the maximum rotation radius of the rotating arm 1; The circular track has an arc-shaped groove structure in its cross-section, and the roller assembly is embedded in the groove to form a contact fit.

[0028] Specifically, the radius of the circular track matches the maximum rotation radius of the rotating arm 1, ensuring that the roller assembly remains in contact with the track during rotation without any separation or jamming. This solves the support failure problem caused by the mismatch between the track and the rotation trajectory, further improving rotational stability. The arc-shaped groove structure and the embedded fit of the roller assembly create a bidirectional limiting effect, which not only restricts radial displacement but also suppresses circumferential sway during rotation. This solves the problem of insufficient limiting by traditional planar contact support and reduces the vibration amplitude during rotation of the rotating arm 1. The line contact fit increases the contact area between the roller and the track, reduces local pressure, reduces wear on the roller and track, and avoids stress concentration caused by point contact, thus improving the long-term reliability of the wheel-rail support system 6.

[0029] Optionally, the multi-axis linkage attitude simulation platform 2 is a three-axis serial structure, such as... Figure 2 As shown, it includes: Fixed base 21; Z-axis deflection stage 22 is mounted on fixed base 21 and is used to drive the aero-engine test piece 3 to rotate around the Z-axis. The Y-axis pitch stage 23 is mounted on the Z-axis deflection stage 22 and is used to drive the aero-engine test piece 3 to rotate around the Y-axis. The X-axis roll stage 24 is mounted on the Y-axis pitch stage 23 and is used to drive the aero-engine test piece 3 to rotate around the X-axis. Each axis is equipped with an absolute encoder and a servo drive motor.

[0030] In this embodiment, the X-axis roll stage 24 is fixed to the worktable surface of the Y-axis pitch stage 23 by high-strength bolts. The Y-axis pitch stage 23 is installed on the bearing surface of the Z-axis deflection stage 22 by locating pins and bolts. The Z-axis deflection stage 22 is fixed above the fixed base 21 by pre-embedded anchor bolts, forming a rigid assembly structure from top to bottom to ensure structural stability during attitude adjustment. Each axis is equipped with a high-precision absolute encoder and a servo drive motor, wherein the servo drive motor is a permanent magnet synchronous servo motor with a rated torque ≥50N. m, rotational speed response frequency ≥100Hz; absolute encoder resolution ≥17 bits to ensure accurate attitude and position feedback. Through independent or combined movements of X-axis roll (±270°), Y-axis pitch (±30°), and Z-axis yaw (±180°), the engine test piece can be driven to achieve full-domain three-dimensional attitude adjustment, with attitude positioning accuracy ≤0.02° and motion response delay of each axis ≤50ms, enabling rapid reproduction of various complex flight attitude changes.

[0031] Specifically, a three-axis serial structure is adopted, consisting of a Z-axis yaw stage 22, a Y-axis pitch stage 23, and an X-axis roll stage 24. The axes are clearly hierarchical, solving the problems of loose structure and large additional torque during attitude adjustment in traditional multi-axis platforms, thus ensuring the accuracy of attitude adjustment. Each axis is equipped with an absolute encoder and a servo drive motor. The encoder provides real-time feedback of position information, and the servo motor responds quickly to control commands, solving the problems of low positioning accuracy and large response delay in traditional attitude platforms. The three-axis independent drive design can realize single-axis independent motion or multi-axis combined motion, adapting to the attitude requirements of different flight conditions. This solves the problem of incomplete attitude coverage in traditional single-axis or dual-axis platforms and enhances the compatibility of test scenarios.

[0032] Optionally, the rotation range of the Z-axis deflection stage 22 is ±180°.

[0033] The rotation range of the Y-axis pitch stage 23 is ±30°; The rotation range of the X-axis rotary table 24 is ±270°.

[0034] Optionally, the linear load loading system 4 includes: The rack is fixedly installed along the length of the rotating arm 1; The gear is rotatably mounted at the bottom of the multi-axis linkage attitude simulation platform 2 and meshes with the rack. A radial drive motor connected to a gear transmission.

[0035] In this embodiment, a servo motor is selected as the radial drive motor, which is connected to the gear transmission through a reducer. The reducer transmission ratio is 1:10 to ensure the smoothness and accuracy of the radial displacement adjustment. The displacement sensor is a laser displacement sensor, installed at the end of the rack, to collect the radial displacement of the multi-axis linkage attitude simulation platform 2 in real time. The simulation principle of linear load is as follows: the radial drive motor drives the gear to move along the rack, thereby driving the multi-axis linkage attitude simulation platform 2 and the engine test piece to achieve radial position adjustment and change the rotation radius r. When the rotating arm 1 rotates at an angular velocity Ω, the total mass m of the test piece and the multi-axis linkage attitude simulation platform 2 will generate a centrifugal force F=mv² / r (v is the rotational linear velocity, v=Ω×r). This centrifugal force is the simulated linear load. By adjusting the radial displacement to change r, combined with the change of the angular velocity Ω of the rotating arm 1, accurate simulation of linear loads of different magnitudes can be achieved.

[0036] Specifically, the rack is fixed along the length of the rotating arm 1, and the gear meshes with the bottom of the attitude platform. The gear-rack transmission has the characteristics of strong guidance and high displacement accuracy, which solves the problem of large radial displacement deviation in traditional linear load adjustment and ensures precise control of the rotation radius. The drive motor is directly driven by the gear, with a stable transmission ratio and fast response speed. It can quickly adjust the radial position according to the test requirements, which solves the problem of lag in response of traditional linear load adjustment and realizes dynamic adaptation of linear load. The gear-rack structure has strong load-bearing capacity and can withstand the centrifugal force generated by the total mass of the attitude platform and the test piece, avoiding deformation of the transmission structure, ensuring the long-term stability of linear load simulation, and adapting to the test requirements of test pieces of different weights.

[0037] Optionally, the multi-axis linkage attitude simulation platform 2 is provided with a T-shaped slide groove at the bottom, and the rotating arm 1 is provided with a T-shaped slide rail 7 that is adapted to the T-shaped slide groove. The two are slidably connected to the T-shaped slide groove through the T-shaped slide rail 7.

[0038] Specifically, the T-shaped slide rail 7 and the groove's matching design features high guiding accuracy and good anti-disengagement properties, solving the problems of radial offset and easy disengagement in traditional sliding connections. This ensures the straightness of the attitude platform when sliding along the length of the rotating arm 1, improving the accuracy of radial displacement adjustment. The large contact surface of the T-shaped structure disperses the contact pressure between the attitude platform and the rotating arm 1, reducing frictional losses during sliding and reducing structural deformation caused by centrifugal force during high-speed rotation, ensuring the long-term reliability of the sliding connection. The small sliding clearance between the slide rail and the groove avoids additional errors caused by gear-rack meshing clearance, further improving the accuracy of the rotation radius in linear load simulation and reducing linear load errors.

[0039] Optionally, this system also includes: The real-time data acquisition and control system is connected to the multi-axis linkage attitude simulation platform 2, the high-precision gyro torque loading system 5, the linear load loading system 4, and the aero-engine test piece 3. It is used to collect attitude, torque, speed, temperature and test piece operating parameters, and output precise control commands to load precise gyro torque onto the aero-engine test piece 3.

[0040] Specifically, the real-time data acquisition and control system is fully interconnected with the multi-axis linkage attitude simulation platform 2, torque loading system, linear load system, and test piece, enabling synchronous acquisition of multi-dimensional parameters such as attitude, torque, speed, and temperature. This solves the problems of fragmented and asynchronous parameter acquisition in traditional systems, providing a data foundation for coupled control. Real-time output of precise control commands achieves closed-loop control of parameter acquisition, data processing, and command output, resolving the core issue of poor coordination between attitude adjustment and torque loading in traditional systems. This ensures real-time matching of gyro torque and attitude changes, significantly improving experimental realism. Furthermore, it supports direct communication with the aero-engine test piece 3, allowing direct acquisition of test piece operating parameters and reverse output of control commands, achieving coordinated control of the test system and test piece, and expanding the depth and breadth of the experiment.

[0041] Optionally, the gyro torque is calculated using the formula M=J×w×Ω, where J is the engine rotor moment of inertia, w is the rotor angular velocity, and Ω is the simulated flight angular velocity of the rotating arm 1.

[0042] Specifically, the calculation and loading logic of the gyro torque is as follows: The real-time data acquisition and control system dynamically generates the simulated flight angular velocity Ω of the rotating arm 1 according to the flight conditions set in the test. Combined with the preset engine rotor inertia moment J and the real-time data w collected by the rotor angular velocity acquisition module, the target gyro torque is calculated by the formula M=J×w×Ω. Then, the control command is output to the rotation power drive unit to drive the rotating arm 1 to rotate and apply the corresponding torque. At the same time, closed-loop correction is performed through the feedback data of the torque sensor to ensure the accuracy of the loaded torque. The torque loading error is ≤±0.5%.

[0043] Optionally, the real-time data acquisition and control system adopts an FPGA+ARM dual-core architecture; The FPGA is responsible for parallel acquisition of multi-channel data; ARM is responsible for data processing, control algorithm calculation, and instruction output.

[0044] In this embodiment, the FPGA (Field Programmable Gate Array) chip selected is the Xilinx Kintex-7 series, responsible for the parallel high-speed acquisition of multi-channel data. The acquisition channels include attitude signals (3 channels, corresponding to X / Y / Z axes), torque signals (1 channel, from a torque sensor), speed signals (1 channel, from a rotor angular velocity acquisition module), displacement signals (1 channel, from a laser displacement sensor), temperature signals (4 channels, distributed in key parts of the engine test piece), and engine ECU output signals (multiple channels). The total number of acquisition channels is ≥32, the data acquisition frequency is ≥10kHz, and the analog signal sampling accuracy is ≥16 bits, ensuring the integrity and timeliness of data acquisition. The ARM chip selected is the STM32H7 series, responsible for data processing, control algorithm calculation, and control command output. The ARM processor receives data from the FPGA and, combined with the experimentally set operating parameters, runs attitude control, torque loading, and load simulation algorithms to generate corresponding control commands. These commands are then output to the servo drive motors of the multi-axis linkage attitude simulation platform 2, the rotary power drive unit of the high-precision gyro torque loading system 5, and the radial drive motor of the linear load loading system 4, respectively. The control command output delay is ≤1ms. The system is equipped with a CAN bus interface and an Ethernet interface. The CAN bus interface conforms to the ISO11898 standard, supports data interaction with the aero-engine ECU, has a communication baud rate ≥1Mbps, and a data transmission error rate ≤1%. It can read engine operating parameters such as fuel flow, exhaust temperature, and vibration in real time, and can also output test control commands to the ECU to achieve coordinated control. In addition, the system is equipped with a data storage module with a storage capacity of ≥1TB, supporting real-time storage and offline analysis of test data.

[0045] The various embodiments of the present invention have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments.

Claims

1. A composite test system for the attitude-gyroscopic torque of an aero-engine, characterized in that, include: Rotating arm (1); A multi-axis linkage attitude simulation platform (2) is used to carry the aero-engine test piece (3) and drive the aero-engine test piece (3) to perform full-domain three-dimensional attitude adjustment. The multi-axis linkage attitude simulation platform (2) is slidably connected to the rotating arm (1), and the sliding direction is set along the length direction of the rotating arm (1). The linear load loading system (4) is connected to both the rotating arm (1) and the multi-axis linkage attitude simulation platform (2) and is used to apply a linear load by adjusting the radial position of the bearing aero-engine test piece (3); The high-precision gyro torque loading system (5) has its output shaft rigidly connected to one end of the rotating arm (1) and is used to drive the rotating arm (1) to rotate in order to apply gyro torque to the aero-engine test piece (3).

2. The aero-engine full-range attitude-gyroscopic torque composite test system according to claim 1, characterized in that, Also includes: The wheel-rail support system (6) consists of a circular track and a roller assembly. The roller assembly is rotatably disposed on the lower surface of the other end of the rotating arm (1), and the roller assembly is in rolling contact with the circular track.

3. The aero-engine all-domain attitude-gyroscopic torque composite test system according to claim 2, characterized in that, The radius of the circular track matches the maximum rotation radius of the rotating arm (1); The circular track has an arc-shaped groove structure in its cross-section, and the roller assembly is embedded in the groove to form a contact fit.

4. The aero-engine full-range attitude-gyroscopic torque composite test system according to claim 1, characterized in that, The multi-axis linkage attitude simulation platform (2) is a three-axis serial structure, including: Fixed base (21); Z-axis deflection stage (22) is mounted on the fixed base (21) and is used to drive the aero-engine test piece (3) to rotate around the Z-axis; The Y-axis pitch stage (23) is installed on the Z-axis deflection stage (22) and is used to drive the aero-engine test piece (3) to rotate around the Y-axis; The X-axis roll stage (24) is installed on the Y-axis pitch stage (23) and is used to drive the aero-engine test piece (3) to rotate around the X-axis; Each axis is equipped with an absolute encoder and a servo drive motor.

5. The aero-engine full-range attitude-gyroscopic torque composite test system according to claim 4, characterized in that, The rotation range of the Z-axis deflection stage (22) is ±180°. The rotation range of the Y-axis pitch stage (23) is ±30°; The rotation range of the X-axis rotary table (24) is ±270°.

6. The aero-engine full-range attitude-gyroscopic torque composite test system according to claim 1, characterized in that, The linear load loading system (4) includes: A rack is fixedly arranged along the length direction of the rotating arm (1); The gear is rotatably mounted at the bottom of the multi-axis linkage attitude simulation platform (2) and meshes with the rack; A radial drive motor is connected to the gear transmission.

7. The aero-engine full-range attitude-gyroscopic torque composite test system according to claim 1, characterized in that, The multi-axis linkage attitude simulation platform (2) is provided with a T-shaped slide groove at the bottom, and the rotating arm (1) is provided with a T-shaped slide rail (7) that is adapted to the T-shaped slide groove. The two are slidably connected by the T-shaped slide rail (7) and the T-shaped slide groove.

8. The aero-engine full-range attitude-gyroscopic torque composite test system according to claim 1, characterized in that, Also includes: The real-time data acquisition and control system is connected to the multi-axis linkage attitude simulation platform (2), the high-precision gyro torque loading system (5), the linear load loading system (4), and the aero-engine test piece (3) respectively. It is used to collect attitude, torque, speed, temperature and test piece operating parameters, and output precise control commands to load precise gyro torque onto the aero-engine test piece (3).

9. The aero-engine full-range attitude-gyroscopic torque composite test system according to claim 8, characterized in that, The gyro torque is calculated using the formula M=J×w×Ω, where J is the engine rotor inertia moment, w is the rotor angular velocity, and Ω is the angular velocity of the rotating arm (1) simulating flight.

10. The aero-engine full-range attitude-gyroscopic torque composite test system according to claim 1, characterized in that, The real-time data acquisition and control system adopts an FPGA+ARM dual-core architecture; The FPGA is responsible for parallel acquisition of multi-channel data; ARM is responsible for data processing, control algorithm calculation, and instruction output.

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