Leak test device and method for aircraft trim air valve

Abstract

The application relates to the technical field of aircraft air conditioning system detection, in particular to an airplane trimming air valve leakage testing device and method. The device comprises a support structure, an input shaft, an output shaft, a valve and a position adjusting structure. One side of the input shaft is provided with a first clamping surface, and the input shaft is provided with a first channel for inputting test gas. The first channel is communicated with the first clamping surface. One side of the output shaft is provided with a second clamping surface, and the second clamping surface and the first clamping surface are oppositely arranged for clamping the airplane trimming air valve to be tested. The output shaft is provided with a second channel, and the second channel is communicated with the second clamping surface. The valve is used for controlling the opening or closing of the second channel during the test. The position adjusting structure is used for adjusting and locking the distance between the input shaft and the output shaft. The device solves the problem that, in the existing maintenance operation, due to the lack of standardized tooling, the air valve gas path interface cannot be effectively connected to implement the quantitative indexes of the manufacturer's maintenance manual, and fills the gap of the leakage testing standardized detection tool.

Description

Technical Field

[0001] This application relates to the field of aircraft air conditioning system testing technology, and in particular to a device and method for testing leakage of aircraft trim air valves. Background Technology

[0002] The trim air valve is a crucial component of aircraft air conditioning systems, widely used in various large and medium-sized commercial passenger and transport aircraft. During flight, the accuracy of temperature control in the cabin and cockpit directly impacts crew efficiency, passenger comfort, and, more importantly, the heat dissipation safety and system stability of avionics. The trim air valve precisely regulates the mixing ratio of high-temperature compressed air from the air supply system or components with the cold air from the air conditioning system, achieving accurate temperature control in the cabin area. Therefore, the performance of this component directly determines the temperature regulation response speed and control accuracy of the aircraft air conditioning system, and its reliability is a vital element in ensuring aircraft airworthiness and flight safety.

[0003] Existing balancing air valves typically employ an electromechanical integrated butterfly valve structure, primarily composed of two parts: an actuator assembly and a valve assembly. The valve assembly includes core components such as the valve body, connecting shaft, disc, and high-temperature sealing element; the actuator integrates a three-phase DC stepper motor and a precision mechanical gear transmission group. Its working principle is as follows: when the control system issues a temperature adjustment command, the three-phase DC stepper motor responds to the signal, driving the gear group to rotate. This torque is transmitted to the valve disc via the connecting shaft, causing it to rotate within the valve body and change the flow channel cross-sectional area, thereby achieving linear regulation of the hot air flow. To prevent airflow leakage in non-command states from affecting the adjustment accuracy, a sealing structure is used to seal the valve disc from the valve body; good sealing is a necessary condition for the valve's normal operation.

[0004] However, existing repair techniques suffer from a lack of testing methods. Although the component repair manuals provided by manufacturers clearly specify strict quantitative indicators for sealing performance and provide schematic diagrams of the gas path principle for leakage testing, the lack of standardized testing tools in actual operation makes it difficult to accurately complete leakage tests according to the manual requirements, and thus cannot effectively verify the repair quality of the valve. Summary of the Invention

[0005] The summary section introduces a series of simplified concepts, which will be further explained in detail in the detailed description section. This part of the invention is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0006] The present invention aims to solve at least one of the technical problems existing in the prior art or related art.

[0007] Therefore, a first aspect of the present invention provides an aircraft trim air valve leakage test device.

[0008] A second aspect of the present invention provides a method for testing leakage in aircraft trim air valves.

[0009] In view of this, a first aspect of the embodiments of this application provides an aircraft trim air valve leakage testing device, comprising: Support structure; An input shaft is disposed on the support structure. A first clamping surface is provided on one side of the input shaft. The input shaft has a first channel for inputting test gas. The first channel passes through the input shaft and communicates with the first clamping surface. An output shaft is disposed on the support structure. A second clamping surface is provided on one side of the output shaft. The second clamping surface and the first clamping surface are disposed opposite to each other for clamping the trim air valve of the aircraft under test. The output shaft has a second channel that passes through the output shaft and communicates with the second clamping surface. A valve, which is disposed on the output shaft, is used to control the opening or closing of the second channel during testing; A position adjustment structure is disposed on the support structure, and the position adjustment structure is used to adjust and lock the distance between the input shaft and the output shaft.

[0010] In one feasible implementation, the position adjustment structure includes: A first guide unit is disposed between the support structure and the output shaft, and is used to axially limit the output shaft; A threaded sleeve is threadedly connected to the support structure. The threaded sleeve is fitted onto the output shaft, which has an output shaft shoulder on the side near the input shaft. The threaded sleeve is drivenly connected to the output shaft shoulder to push the output shaft to move axially when the threaded sleeve rotates.

[0011] In one feasible implementation, the first guiding unit includes: A first guide groove is formed on the output shaft and extends along the axial direction of the output shaft; A guide block is disposed on the support structure and is slidably connected to the first guide groove.

[0012] In one feasible implementation, the position adjustment structure further includes: A rolling bearing is fitted onto the output shaft, with one side of the rolling bearing abutting against the shoulder of the output shaft and the other side abutting against the threaded sleeve.

[0013] In one feasible implementation, the position adjustment structure further includes: A limiting block is provided, wherein the input shaft has an input shaft shoulder on the side near the output shaft, the limiting block is detachably embedded between the support structure and the input shaft shoulder, and there is an adjustment interval between the input shaft shoulder and the support structure, the adjustment interval being used to accommodate the limiting block to limit the extreme position of the input shaft moving away from the output shaft; A first retaining ring is fitted onto the input shaft and located on the side of the input shaft away from the output shaft. The first retaining ring is used to abut against the support structure to limit the travel of the input shaft in the direction of the output shaft. The second retaining ring is fitted onto the output shaft and located on the side of the output shaft away from the input shaft. The second retaining ring is used to abut against the support structure to limit the travel of the output shaft in the direction of the input shaft.

[0014] In one feasible implementation, the testing apparatus further includes a second guiding unit, the second guiding unit comprising: A second guide groove is formed on the input shaft and extends along the axial direction of the input shaft; A guide rod is detachably connected to the support structure, and one end of the guide rod is slidably connected to the second guide groove.

[0015] In one feasible implementation, the support structure includes: Base; A first support portion is disposed on the base, and the input shaft is disposed on the first support portion; The second support portion is disposed on the base and located on one side of the first support portion, and the output shaft is disposed on the second support portion.

[0016] According to a second aspect of this embodiment, a method for testing leakage of an aircraft trim air valve is provided, using the aircraft trim air valve leakage testing device described in any of the above-described technical solutions. The method includes the following steps: The trim air valve of the aircraft under test is placed between the first clamping surface and the second clamping surface; Operate the position adjustment structure to clamp the trim air valve of the aircraft under test between the first clamping surface and the second clamping surface; The test gas from the test bench is input into the trim air valve of the aircraft under test through the first channel; According to the test type, adjust the opening and closing state of the trim air valve of the aircraft under test, and adjust the opening and closing state of the valve. Adjust the pressure value of the test gas; Obtain the flow rate count value of the test bench; The flow count value is compared with the preset flow qualification value to determine whether the leakage test of the trim air valve of the aircraft under test is qualified.

[0017] In one feasible implementation, the test type includes internal leakage testing; When conducting the internal leakage test, adjust the trim air valve of the aircraft under test to the closed state and adjust the valve to the open state.

[0018] In one feasible implementation, the test type also includes external leakage testing; When conducting the external leakage test, adjust the trim air valve of the aircraft under test to the open state and adjust the valve to the closed state.

[0019] Compared with the prior art, the present invention has at least the following beneficial effects: The aircraft trim air valve leakage testing device provided in this application constructs a standardized physical test air circuit interface by setting up an input shaft and an output shaft with a first channel and a second channel, and configuring a valve on the output shaft. This device solves the problem in existing maintenance operations where the lack of standardized tooling makes it impossible to effectively connect the valve air circuit interface to meet the quantitative indicators in the manufacturer's maintenance manual, thus filling the gap in standardized leakage testing tools. At the same time, through the position adjustment structure and the relatively arranged first and second clamping surfaces, the device achieves rapid positioning and stable clamping of the valve under test, avoiding gas bypass leakage caused by poor sealing or assembly deviations under non-standard testing methods. This allows for accurate acquisition of the valve's true internal and external leakage data, effectively verifying and ensuring the valve's maintenance quality.

[0020] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0021] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1A schematic structural diagram of an aircraft trim air valve leakage test device according to an embodiment of this application; Figure 2 A schematic cross-sectional view of an aircraft trim air valve leakage test device according to an embodiment of this application; Figure 3 A schematic flowchart illustrating an embodiment of an aircraft trim air valve leakage test method provided in this application.

[0022] in, Figures 1 to 2 The correspondence between the reference numerals and component names in the attached drawings is as follows: 100 Support structure, 200 Input shaft, 300 Output shaft, 400 Valve, 500 Position adjustment structure, 600 Second guide unit; 110 Base, 120 First Support Part, 130 Second Support Part; 210 First Clamping Surface, 220 First Channel, 230 Input Shaft Shoulder; 310 Second Clamping Surface, 320 Second Channel, 330 Output Shaft Shoulder; 510 First Guide Unit, 511 First Guide Groove, 512 Guide Block, 520 Screw Sleeve, 530 Rolling Bearing, 540 Limiting Block, 550 First Retaining Ring, 560 Second Retaining Ring, 610 Second Guide Groove, 620 Guide Rod. Detailed Implementation

[0023] The following description provides numerous specific details to offer a more thorough understanding of the technical solutions provided by this invention. However, it will be apparent to those skilled in the art that the technical solutions provided by this invention can be implemented without one or more of these details.

[0024] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms “comprising” and / or “including” are used in this specification, they indicate the presence of the stated feature, integral, step, operation, part, and / or component, but do not exclude the presence or addition of one or more other features, integrals, steps, operations, parts, components, and / or combinations thereof.

[0025] Exemplary embodiments according to the present invention will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of the invention is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art.

[0026] To better understand the above technical solutions, the technical solutions of the embodiments of this application will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments of this application and the specific features in the embodiments are detailed descriptions of the technical solutions of the embodiments of this application, rather than limitations on the technical solutions of this application. In the absence of conflict, the embodiments of this application and the technical features in the embodiments can be combined with each other.

[0027] like Figures 1 to 2 As shown, the first aspect of this embodiment provides an aircraft trim air valve leakage testing device, including a support structure 100, an input shaft 200, an output shaft 300, a valve 400, and a position adjustment structure 500. The input shaft 200 is disposed on the support structure 100, and a first clamping surface 210 is provided on one side of the input shaft 200. The input shaft 200 has a first channel 220 for inputting test gas, and the first channel 220 passes through the input shaft 200 and communicates with the first clamping surface 210. The output shaft 300 is disposed on the support structure 100. A second clamping surface 310 is provided on one side of the input shaft 200. The second clamping surface 310 and the first clamping surface 210 are arranged opposite to each other to clamp the trim air valve of the aircraft under test. The output shaft 300 has a second channel 320, which passes through the output shaft 300 and communicates with the second clamping surface 310. A valve 400 is provided on the output shaft 300 to control the opening or closing of the second channel 320 during testing. A position adjustment structure 500 is provided on the support structure 100 to adjust and lock the distance between the input shaft 200 and the output shaft 300.

[0028] It is understandable that by setting an input shaft 200 with a first clamping surface 210 and an output shaft 300 with a second clamping surface 310, and configuring a controllable valve 400 on the output shaft 300, the test gas can reach the valve inlet directly from the first channel 220 after the valve under test is clamped and fixed. The valve 400 can flexibly control the opening and closing of the second channel 320, thereby constructing a closed or open test gas path on the same device. This eliminates the cumbersome operation of changing different tooling for different leakage tests, greatly saves manufacturing costs and improves the production efficiency of the workshop.

[0029] The aforementioned support structure 100 can be specifically a one-piece support base with a base plate, which can be directly locked onto the workbench through threaded holes in the base plate to achieve fixed installation of the entire device; or it can be a split support frame, including a base and a first support part and a second support part, which are vertically fixed to both ends of the base with bolts respectively. The input shaft 200 and the output shaft 300 are respectively inserted into the two end support parts. This split structure facilitates adjustment of the distance between the two support parts to accommodate valves of different sizes. In terms of material selection, the aforementioned core components can be made of 45# carbon structural steel, and their structure is designed to be solid. This solid steel structure ensures the overall stability and good sealing of the device at the physical level, while fully meeting the needs of frequent disassembly and assembly in a workshop environment.

[0030] For the position adjustment structure 500, a screw-nut transmission mechanism can be selected, such as a screw rotatably connected to the support structure 100 and a nut fixedly connected to the output shaft 300. Rotating the screw drives the nut to move the output shaft 300, or the nut is fixed to the support structure 100, the screw is circumferentially limited and threaded with the output shaft 300, and rotating the screw causes it to extend and retract axially to move the output shaft 300. Alternatively, a cam clamping mechanism can be selected, such as a control lever with an eccentric wheel hinged to the support structure 100. Pressing down the control lever causes the eccentric wheel to abut against the shoulder of the output shaft 300, converting the swing of the control lever into linear displacement of the output shaft 300 and using the eccentricity to achieve self-locking. These specific structures can achieve precise axial displacement and stable locking of the output shaft 300. The input shaft 200 and output shaft 300 can be selected such that one is limited and the other is moved and locked through the position adjustment structure 500; or both can be moved and locked through the position adjustment structure 500.

[0031] like Figure 2 As shown, in one feasible embodiment, the position adjustment structure 500 includes a first guide unit 510 and a screw sleeve 520. The first guide unit 510 is disposed between the support structure 100 and the output shaft 300 and is used to axially limit the output shaft 300. The screw sleeve 520 is threadedly connected to the support structure 100 and is fitted onto the output shaft 300. The output shaft 300 has an output shaft shoulder 330 on the side near the input shaft 200. The screw sleeve 520 is kinetically connected to the output shaft shoulder 330 so as to push the output shaft 300 to move axially when the screw sleeve 520 rotates.

[0032] The clamping operation method of the above-mentioned testing device is described as follows: In actual use of this fixture, the operator first removes the limiting block 540, then rotates the threaded sleeve 520 counterclockwise. Using the thread transmission principle, the input shaft 200 and output shaft 300 are adjusted to the maximum distance between their left and right ends, so that the valve to be tested can be smoothly placed into the fixture. After placing the valve, the limiting block 540 is reinstalled, and then the threaded sleeve 520 is rotated clockwise. The threaded sleeve 520 moves forward within the support structure 100, which directly pushes the rolling bearing 530, thereby causing the output shaft 300, the valve, the input shaft 200, and the limiting block 540 to sequentially abut and clamp and fix.

[0033] It should be understood that the screw drive combined with the shoulder push structure design directly converts the rotational torque of the operator's wrist into a stable and controllable axial clamping force. This force transmission method avoids mechanical damage to the valve's precision mating surface caused by direct hammering or brute force clamping, ensuring the integrity of repair parts while achieving reliable locking.

[0034] like Figure 2 As shown, in one feasible embodiment, the first guide unit 510 includes a first guide groove 511 and a guide block 512. The first guide groove 511 is formed on the output shaft 300 and extends along the axial direction of the output shaft 300. The guide block 512 is disposed on the support structure 100 and is slidably connected to the first guide groove 511.

[0035] In this technical solution, the first guide groove 511 is specifically an elongated through groove or blind groove formed on the outer circumferential surface of the output shaft 300. The guide block 512 specifically adopts a slider structure, which is fixed to the support structure 100 by fasteners such as screws. The protruding part of the slider is embedded in the elongated groove. When the screw sleeve 520 rotates and pushes the output shaft 300 to make axial translation, the slider slides in the elongated groove. Because the slider is strictly limited by the support structure 100, the output shaft 300 is forcibly constrained during the sliding process and can only move in a straight line along the length of the groove, and cannot rotate around its own axis.

[0036] Furthermore, the sliding limit cooperation between the slider and the guide groove effectively eliminates the lateral clearance that may be generated when the threaded sleeve 520 and the support structure 100 are threaded together, preventing the output shaft 300 from deflecting or jamming during the clamping process, ensuring that the output shaft 300 and the input shaft 200 always maintain absolute coaxiality, thereby making the force on the clamping surfaces on both sides of the valve absolutely uniform, avoiding deformation and air leakage caused by excessive force on one side of the valve due to axial misalignment.

[0037] like Figure 1 and Figure 2As shown, in one feasible embodiment, the position adjustment structure 500 further includes a rolling bearing 530, which is fitted onto the output shaft 300. One side of the rolling bearing 530 abuts against the shoulder 330 of the output shaft, and the other side abuts against the threaded sleeve 520.

[0038] In this technical solution, the inner ring of the rolling bearing 530 is fitted and fitted against the journal of the output shaft 300, and the end face of the outer ring contacts the end face of the threaded sleeve 520. When the threaded sleeve 520 is rotated clockwise to clamp the valve, the rotational motion of the threaded sleeve 520 directly acts on the outer ring of the rolling bearing 530, while the inner ring of the rolling bearing 530 pushes the output shaft 300 to move linearly through the shoulder. At this time, the rotational motion of the threaded sleeve 520 is converted into a pure linear translational motion of the output shaft 300 by the rolling elements inside the bearing.

[0039] Furthermore, in the above example, the introduction of the rolling bearing 530 eliminates the relative rotational friction between the threaded sleeve 520 and the output shaft 300, making it very smooth for the operator to tighten the threaded sleeve 520 clockwise. This allows for accurate judgment of the clamping force by hand, preventing over-tightening and damage to the valve. Simultaneously, the rolling contact significantly reduces the wear rate of the threaded drive components, substantially extending the service life of the tooling under high-frequency use in the workshop.

[0040] like Figure 1 and Figure 2 As shown, in one feasible embodiment, the position adjustment structure 500 further includes a limiting block 540, a first retaining ring 550, and a second retaining ring 560. The input shaft 200 has an input shaft shoulder 230 on the side near the output shaft 300. The limiting block 540 is detachably embedded between the support structure 100 and the input shaft shoulder 230. An adjustment interval is provided between the input shaft shoulder 230 and the support structure 100 to accommodate the limiting block 540, thereby restricting the input shaft 200 from moving away from the output shaft 300. The first retaining ring 550 is fitted onto the input shaft 200 and located on the side of the input shaft 200 away from the output shaft 300. The first retaining ring 550 is used to abut against the support structure 100 to limit the travel of the input shaft 200 towards the output shaft 300. The second retaining ring 560 is fitted onto the output shaft 300 and located on the side of the output shaft 300 away from the input shaft 200. The second retaining ring 560 is used to abut against the support structure 100 to limit the travel of the output shaft 300 towards the input shaft 200.

[0041] In this technical solution, the limiting block 540 is used to limit the extreme position of the input shaft 200's backward movement to accommodate valves of different lengths. Here, the forward and backward setting of the input shaft 200 and output shaft 300 is such that the direction of clamping the trim air valve of the aircraft under test is forward, and the direction of releasing the trim air valve of the aircraft under test is backward. The first retaining ring 550 is used to limit the forward movement of the input shaft 200, and the second retaining ring 560 is used to limit the forward movement of the output shaft 300. Specifically, grooves are machined on the outer circumferential surfaces of the input shaft 200 and the output shaft 300, respectively. The first retaining ring 550 and the second retaining ring 560 can be tightly engaged in their respective grooves and form a rigid abutment with the back side of the support structure 100, thus constituting a hard physical blockage for the forward movement of the input shaft 200 and the output shaft 300.

[0042] Understandably, the bidirectional hard limiting system, consisting of the limit block 540, the retaining ring, and the slot, strictly defines the maximum opening distance and the minimum closing distance between the input shaft 200 and the output shaft 300. This design directly eliminates the problem of excessive travel that might occur when operators clamp the valve based on experience, fundamentally preventing quality accidents caused by over-clamping leading to cracking and scrapping of the valve housing. It also prevents the safety hazard of the shaft coming off the support structure 100.

[0043] like Figure 2 As shown, in one feasible embodiment, the aircraft trim air valve leakage test device further includes a second guide unit 600, which includes a second guide groove 610 and a guide rod 620. The second guide groove 610 is formed on the input shaft 200 and extends along the axial direction of the input shaft 200. The guide rod 620 is detachably connected to the support structure 100, and one end of the guide rod 620 is slidably connected to the second guide groove 610.

[0044] In this technical solution, the guide rod 620 is fixed to the support structure 100 by fasteners, and its rod part is inserted into the second guide groove 610 opened on the input shaft 200. Since the output shaft 300 has already been guided by the first guide unit 510, a guide rod 620 is added to the input shaft 200 for auxiliary support in order to achieve the mechanical balance of the entire device. When the test gas is filled with high pressure, the guide rod 620 shares the lateral reaction force brought by the airflow impact, so that the input shaft 200 can still slide smoothly along the second guide groove 610 when subjected to the dual action of air pressure and clamping force.

[0045] On the other hand, the second guide unit 600 and the first guide unit 510 form a symmetrical double-sided guide layout, which makes the force on both sides of the support structure 100 completely symmetrical when the test device is subjected to internal high-pressure gas. This prevents the support structure 100 from being subjected to a slight bending deformation due to an off-center load moment, and further maintains the overall structural stability of the test fixture under pressure.

[0046] like Figure 1 and Figure 2 As shown, in one feasible embodiment, the support structure 100 includes a base 110, a first support portion 120 and a second support portion 130. The first support portion 120 is disposed on the base 110 and the input shaft 200 is disposed on the first support portion 120. The second support portion 130 is disposed on the base 110 and is located on one side of the first support portion 120, and the output shaft 300 is disposed on the second support portion 130.

[0047] In this technical solution, the base 110 serves as the load-bearing foundation of the entire device, and the first support 120 and the second support 130 are specifically defined as bracket structures fixed at both ends of the base 110. More importantly, before the design and manufacture of this tooling, precise simulation modeling was performed using the obtained three-dimensional data obtained from scanning and mapping the actual trim air valve and the original connecting pipes on the aircraft. Based on this, the precise span and concentricity of the axes of the first support 120 and the second support 130 on the base 110 were determined.

[0048] According to the above embodiments, the support structure 100, designed through reverse engineering and simulation, completely replicates the original connection structure between the aircraft and the trim air valve in terms of spatial dimensions and interface fit. This proportionally replicated design ensures that the valve, after being placed in the tooling, experiences the same stress state as in the actual aircraft installation, resulting in a more stable connection, better sealing, and completely preventing abnormal damage to repair components caused by improper tooling design.

[0049] like Figure 3 As shown, the second aspect of this embodiment provides a method for testing the leakage of an aircraft trim air valve. This method uses the aircraft trim air valve leakage testing device described in any of the above technical solutions. The method includes: Step 701: Place the trim air valve of the aircraft under test between the first clamping surface 210 of the input shaft 200 and the second clamping surface 310 of the output shaft 300; Step 702: Operate the position adjustment structure 500, drive the output shaft 300 to move toward the input shaft 200 and lock it, so that the first clamping surface 210 and the second clamping surface 310 clamp the trim air valve of the aircraft under test. Step 703: Input the test gas from the test bench into the trim air valve of the aircraft under test through the first channel 220; Step 704: According to the test type, adjust the opening and closing state of the trim air valve of the aircraft under test, and adjust the opening and closing state of valve 400 accordingly. Step 705: Adjust the pressure of the test gas; Step 706: Obtain the flow rate count value of the test bench; Step 707: Compare the flow count value with the preset flow qualification value to determine whether the leakage test of the trim air valve of the aircraft under test is qualified.

[0050] In the above text, air flow data in the pipeline is read in real time using an air flow detection device. Because the airflow direction differs under different test types, the changes in the flow meter value can most directly reflect the leakage status of the valve core inside the valve or the sealing surface of the external housing. Compared to traditional methods such as immersion in water or applying leak detection fluid, directly reading the flow value is not affected by human visual observation errors, resulting in a higher degree of quantification of the test results and significantly improving the testing cycle time and the accuracy of good product judgment on the workshop assembly line.

[0051] In one feasible implementation, the test type includes an internal leakage test, in which the trim air valve of the aircraft under test is adjusted to the closed state and the valve 400 is adjusted to the open state.

[0052] In this technical solution, before conducting the internal leakage test, the valve to be tested must be manually closed, and then installed and clamped onto the test fixture. At this point, the ball valve (400) is opened, ensuring the second channel 320 is fully open. The air hose of the test bench is then connected to the cylinder connector on the input shaft 200, and the air supply is turned on. The air supply pressure is adjusted to 4.5 psi. The high-pressure gas attempts to push open the closed valve core. If the valve core is not properly sealed, gas will leak through the valve into the second channel 320. The flow rate count on the test bench is then observed. The acceptable flow rate for the internal leakage test should be within the range of 49.8 NL / min to 84.6 NL / min.

[0053] It should be understood that closing the valve while simultaneously opening the ball valve on the output side forces all possible gas leakage from the valve core to flow unidirectionally to the flow meter, eliminating the false pressure drop caused by gas escaping into other cavities. Combined with a standard test pressure of 4.5 psi and a passable range of 49.8 NL / min–84.6 NL / min, the measured leakage flow rate exhibits a strict linear correlation with the actual wear of the valve core, achieving accurate quantitative assessment of internal leakage.

[0054] In one feasible implementation, the test type also includes an external leakage test, in which the trim air valve of the aircraft under test is adjusted to the open state and the valve 400 is adjusted to the closed state.

[0055] In this technical solution, before conducting the external leakage test, the valve to be tested must be manually opened to the open position, and then the valve is installed on the test fixture and clamped. At this time, the ball valve, which serves as valve component 400, is closed to completely block the second channel 320. Subsequently, the air pipe of the test bench is connected to the cylinder connector on the input shaft 200 and the air source is turned on. The air source pressure is adjusted to 4.5 psi. Since the valve is in the open state, the gas directly enters the valve cavity. After the ball valve is sealed, the gas can only escape outward through the gaps in the valve housing joints or sealing rings. At this time, the flow rate count value on the test bench is observed. The qualified flow rate value for the external leakage test should be lower than 9.9 NL / min.

[0056] Furthermore, by simply switching on and off a set of manual ball valves, the test path for internal and external leakage, two completely different physical logics, is cleverly achieved. This single-station, dual-function testing method saves on the material and procurement costs of manufacturing additional dedicated external leakage sealing test fixtures. Operators can switch processes simply by turning the ball valve handle without disassembling the valve. Combined with a clearly quantified 9.9 NL / min external leakage judgment standard, it significantly reduces labor intensity, effectively eliminates the risk of human error, and improves the overall production efficiency of the workshop.

[0057] In this invention, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance; the term "multiple" refers to two or more unless otherwise explicitly defined. The terms "install," "connect," "link," and "fix" should be interpreted broadly. For example, "connect" can be a fixed connection, a detachable connection, or an integral connection; "link" can be 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 according to the specific circumstances.

[0058] In the description of this invention, it should be understood that the terms "upper," "lower," "left," "right," "front," "rear," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or unit referred to must be set in a specific direction or constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0059] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0060] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A device for testing leakage of an aircraft trim air valve, characterized in that, include: Support structure; An input shaft is disposed on the support structure. A first clamping surface is provided on one side of the input shaft. The input shaft has a first channel for inputting test gas. The first channel passes through the input shaft and communicates with the first clamping surface. An output shaft is disposed on the support structure. A second clamping surface is provided on one side of the output shaft. The second clamping surface and the first clamping surface are disposed opposite to each other for clamping the trim air valve of the aircraft under test. The output shaft has a second channel that passes through the output shaft and communicates with the second clamping surface. A valve, which is disposed on the output shaft, is used to control the opening or closing of the second channel during testing; A position adjustment structure is disposed on the support structure, and the position adjustment structure is used to adjust and lock the distance between the input shaft and the output shaft.

2. The aircraft trim air valve leakage test device according to claim 1, characterized in that, The position adjustment structure includes: A first guide unit is disposed between the support structure and the output shaft, and is used to axially limit the output shaft; A threaded sleeve is threadedly connected to the support structure. The threaded sleeve is fitted onto the output shaft, which has an output shaft shoulder on the side near the input shaft. The threaded sleeve is drivenly connected to the output shaft shoulder to push the output shaft to move axially when the threaded sleeve rotates.

3. The aircraft trim air valve leakage test device according to claim 2, characterized in that, The first guiding unit includes: A first guide groove is formed on the output shaft and extends along the axial direction of the output shaft; A guide block is disposed on the support structure and is slidably connected to the first guide groove.

4. The aircraft trim air valve leakage test device according to claim 2, characterized in that, The position adjustment structure further includes: A rolling bearing is fitted onto the output shaft, with one side of the rolling bearing abutting against the shoulder of the output shaft and the other side abutting against the threaded sleeve.

5. The aircraft trim air valve leakage test device according to claim 1, characterized in that, The position adjustment structure further includes: A limiting block is provided, wherein the input shaft has an input shaft shoulder on the side near the output shaft, the limiting block is detachably embedded between the support structure and the input shaft shoulder, and there is an adjustment interval between the input shaft shoulder and the support structure, the adjustment interval being used to accommodate the limiting block to limit the extreme position of the input shaft moving away from the output shaft; A first retaining ring is fitted onto the input shaft and located on the side of the input shaft away from the output shaft. The first retaining ring is used to abut against the support structure to limit the travel of the input shaft in the direction of the output shaft. The second retaining ring is fitted onto the output shaft and located on the side of the output shaft away from the input shaft. The second retaining ring is used to abut against the support structure to limit the travel of the output shaft in the direction of the input shaft.

6. The aircraft trim air valve leakage test device according to claim 1, characterized in that, It also includes a second guide unit, the second guide unit comprising: A second guide groove is formed on the input shaft and extends along the axial direction of the input shaft; A guide rod is detachably connected to the support structure, and one end of the guide rod is slidably connected to the second guide groove.

7. The aircraft trim air valve leakage test device according to claim 1, characterized in that, The supporting structure includes: Base; A first support portion is disposed on the base, and the input shaft is disposed on the first support portion; The second support portion is disposed on the base and located on one side of the first support portion, and the output shaft is disposed on the second support portion.

8. A method for testing leakage in aircraft trim air valves, characterized in that, The method, using the aircraft trim air valve leakage test apparatus as described in any one of claims 1 to 7, comprises: The trim air valve of the aircraft under test is placed between the first clamping surface and the second clamping surface; Operate the position adjustment structure to clamp the trim air valve of the aircraft under test between the first clamping surface and the second clamping surface; The test gas from the test bench is input into the trim air valve of the aircraft under test through the first channel; According to the test type, adjust the opening and closing state of the trim air valve of the aircraft under test, and adjust the opening and closing state of the valve. Adjust the pressure value of the test gas; Obtain the flow rate count value of the test bench; The flow count value is compared with the preset flow qualification value to determine whether the leakage test of the trim air valve of the aircraft under test is qualified.

9. The method for testing leakage of aircraft trim air valves according to claim 8, characterized in that, The test types include internal leakage tests; When conducting the internal leakage test, adjust the trim air valve of the aircraft under test to the closed state and adjust the valve to the open state.

10. The method for testing leakage of aircraft trim air valves according to claim 8, characterized in that, The test types also include external leakage tests; When conducting the external leakage test, adjust the trim air valve of the aircraft under test to the open state and adjust the valve to the closed state.

Images