A test platform for turbojet aircraft

Abstract

This invention relates to the field of aircraft testing technology and discloses a turbojet aircraft testing platform, comprising a testing platform, a connecting plate fixedly connected to the upper surface of the testing platform, a rotating shaft rotatably connected to the outer surface of the connecting plate, a rotating plate fixedly connected to the end of the rotating shaft away from the connecting plate, a reduction gearbox fixedly connected to the upper surface of the testing platform, an input shaft of the reduction gearbox fixedly connected to the rotating plate, an output shaft of the reduction gearbox fixedly connected to a central shaft, a mounting frame fixedly connected to the outer circumference of the central shaft, a six-axis force gauge fixedly connected to the top of the mounting frame, and an aircraft support fixedly connected to the top of the six-axis force gauge. This turbojet aircraft testing platform effectively solves the problem in existing technologies where, after the fuel pipe is bent, the fuel flow resistance increases, directly affecting the engine's fuel supply stability and power output characteristics, and reducing the accuracy of performance testing.

Description

Technical Field

[0001] This invention relates to the field of aircraft testing technology, and more specifically to a turbojet aircraft testing platform. Background Technology

[0002] Turbojet aircraft testing is a series of verification and evaluation activities conducted on aircraft equipped with turbojet engines during research and development, production and use. The aim is to ensure that the performance, safety and reliability of the aircraft meet the design requirements. Through testing, the aerodynamic design, structural design and power system design of the turbojet aircraft are verified to meet the expected performance indicators, and the flight performance of the aircraft is tested.

[0003] In the research, development, debugging and maintenance of single-person turbojet aircraft, it is crucial to conduct accurate testing of its power system. Traditional testing methods mainly rely on static bench testing of individual turbojet engines. These platforms can measure basic parameters such as the engine's thrust and fuel consumption.

[0004] However, the aforementioned test platforms have significant limitations: they can only evaluate the performance of a single engine in isolation, and cannot reflect the overall performance of the aircraft as a whole under the combined action of multiple turbojet engines (such as the common twin-engine or quad-engine layout), the overall structural layout of the aircraft, the center of gravity distribution, and the control system. Key data such as the output characteristics of the aircraft in actual flight, the thrust balance between the engines, pitch attitude adjustment, and potential vibration coupling effects cannot be fully obtained in single-engine bench testing. As a result, existing turbojet aircraft test platforms can mostly only test the basic performance of a single turbojet engine when testing the performance of turbojet aircraft, and cannot safely and comprehensively obtain the overall performance of the turbojet aircraft in actual working conditions. Summary of the Invention

[0005] In view of the above-mentioned shortcomings of the existing technology, the present invention provides a turbojet aircraft test platform, which can effectively solve the problems in the background technology.

[0006] To achieve the above objectives, the present invention provides the following technical solution: This invention provides a test platform for turbojet aircraft, comprising: A testing platform is provided, wherein a connecting plate is fixedly connected to the upper surface of the testing platform, a rotating shaft is rotatably connected to the outer surface of the connecting plate, a rotating plate is fixedly connected to the end of the rotating shaft away from the connecting plate, a reduction gearbox is fixedly connected to the upper surface of the testing platform, the input shaft of the reduction gearbox is fixedly connected to the rotating plate, a central shaft is fixedly connected to the output shaft of the reduction gearbox, a mounting frame is fixedly connected to the outer circumference of the central shaft, a six-axis force gauge is fixedly connected to the top of the mounting frame, an aircraft support is fixedly connected to the top of the six-axis force gauge, a turbojet aircraft is fixedly connected to the top of the aircraft support, and an oil pipe is fixedly connected to the outer surface of the turbojet aircraft. A U-shaped plate is fixedly connected to the upper surface of the test platform. Multiple lifting blocks are slidably connected to the inner wall of the U-shaped plate. A telescopic folding rod is slidably connected inside the lifting block. One end of the telescopic folding rod passes through the lifting block and is fixedly connected to a double-wheel actuation mechanism. The oil pipe passes sequentially between the multiple double-wheel actuation mechanisms.

[0007] Furthermore, the inner wall of the U-shaped plate is fixedly connected to a slide rail, the outer surface of the lifting block is rotatably connected to a pulley, the pulley is slidably connected inside the slide rail, and the inner wall of the U-shaped plate is rotatably connected to a first spiral rail, a second spiral rail, and a third spiral rail.

[0008] Furthermore, the first spiral rail includes a first spiral groove and a first flat groove, the second spiral rail includes a second spiral groove and a second flat groove, and the third spiral rail includes a third spiral groove and a third flat groove.

[0009] Furthermore, a third gear is fixedly connected to the outer circumferential surface of the first, second, and third spiral rails, and a second toothed belt meshes between the multiple third gears. The bottom end of the third spiral rail passes through a U-shaped plate and is fixedly connected to a second bevel gear.

[0010] Furthermore, a side shaft is rotatably connected to the outer surface of the connecting plate, a fixed frame is fixedly connected to the upper surface of the test platform, a first gear is fixedly connected to the outer circumference of the side shaft, a second gear is rotatably connected to the top of the fixed frame, a first toothed belt meshes between the first gear and the second gear, and a first bevel gear is rotatably connected to the top of the fixed frame, with the first bevel gear and the second gear fixedly connected.

[0011] Furthermore, a side plate is fixedly connected to the end of the side shaft away from the connecting plate, a fan-shaped block is fixedly connected to the outer surface of the side plate, a turning wheel is rotatably connected to the outer surface of the side plate, and an arc-shaped groove and a turning groove are respectively opened on the outer surface of the rotating plate.

[0012] Furthermore, a fixed block is fixedly connected to the outer surface of the U-shaped plate, a rotating ring is rotatably connected to the outer surface of the fixed block, a protrusion is provided on the outer circumference of the rotating ring, an extrusion insert is fixedly connected to the outer surface of the telescopic folding rod, and an extrusion wheel is rotatably connected to the outer surface of the actuating double wheels.

[0013] Furthermore, a return spring is fixedly connected between the telescopic folding rod and the lifting block.

[0014] Furthermore, a fourth gear is fixedly connected to the outer circumference of the side shaft, a fifth gear is rotatably connected to the outer surface of the fixed block, a third toothed belt meshes between the fourth gear and the fifth gear, and the fifth gear is fixedly connected to the rotating ring.

[0015] Furthermore, a drive motor is fixedly connected to the outer surface of the connecting plate, and the output shaft of the drive motor is fixedly connected to the side shaft.

[0016] The technical solution provided by this invention has the following advantages compared with the prior art: 1. This invention innovatively mounts the entire aircraft (including all its engines, control systems, and structures) on a dedicated test platform. This platform can accurately measure and record the mechanical data of all six degrees of freedom generated or subjected to by the aircraft under different pitch attitudes and thrust settings in static or controlled simulation conditions. These data include the thrust / pull components in the X, Y, and Z axes and the torque components around these three axes. Compared to traditional methods that can only perform static tests on a single turbojet aircraft, this application can not only quantify the total output characteristics of the entire aircraft in real time, but also deeply reveal its attitude stability tendency under different operating conditions and the thrust balance state between the engines.

[0017] 2. This invention uses pulleys that slide along a slide rail. The pulleys drive the lifting block and the actuating double wheels to slide along the slide rail. When the turbojet aircraft tilts upward, the multiple actuating double wheels lift the bends in the oil pipe, effectively reducing the bending deformation of the oil pipe. It also redistributes the stress inside the oil pipe, dispersing the stress originally concentrated at the bend to a wider area, reducing local stress concentration. This stress redistribution helps reduce fatigue damage and plastic deformation of the oil pipe, thus maintaining its structural integrity and performance stability. By reducing the bending deformation of the oil pipe, this application ensures the accuracy of fuel supply, enabling the turbojet engine to operate according to preset conditions during testing, thereby accurately evaluating its power output characteristics. The test results more realistically reflect the engine performance.

[0018] 3. This invention, by setting multiple dual-wheels to slightly raise the fuel line when the nose of the turbojet aircraft is raised five degrees, slightly when the nose is raised ten degrees, significantly when the nose is raised fifteen degrees, and dramatically when the nose is raised twenty degrees, addresses the significant pitch angle variations during takeoff, climb, cruise, and landing phases of the aircraft. Traditional fixed fuel line designs are ill-suited to all conditions. The multi-stage raising design with multiple dual-wheels, through multi-level adjustments, covers the entire pitch angle range of the aircraft, ensuring reliable fuel supply at each stage and further improving the accuracy of aircraft performance testing.

[0019] 4. This invention sets up multiple actuating double wheels located on the same straight line and reciprocating along the axis of the telescopic lever. The multiple actuating double wheels straighten the oil pipes inside the pipes. The actuating double wheels apply uniform pressure to the oil pipes through reciprocating motion, gradually eliminating the bending deformation of the oil pipes, restoring their straight shape, ensuring the stability of fuel flow, and further improving the accuracy of aircraft performance testing. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of the turbojet aircraft in an embodiment of the present invention; Figure 3 This is a schematic diagram of the gearbox structure in an embodiment of the present invention; Figure 4 This is a schematic diagram of the mounting frame in an embodiment of the present invention; Figure 5 This is a schematic diagram of the oil pipe structure in an embodiment of the present invention; Figure 6 This is a schematic diagram of the side shaft structure in an embodiment of the present invention; Figure 7 This is a schematic diagram of the structure of the rotating plate in an embodiment of the present invention; Figure 8 This is a schematic diagram of the side plate structure in an embodiment of the present invention; Figure 9 This is a schematic diagram of the structure of the rotating shaft in an embodiment of the present invention; Figure 10This is a schematic diagram of the rotating ring structure in an embodiment of the present invention; Figure 11 This is a schematic diagram of the lifting block in an embodiment of the present invention; Figure 12 This is a schematic diagram of the structure of the two rotating wheels in an embodiment of the present invention; Figure 13 This is a schematic diagram of the structure of the second toothed belt in an embodiment of the present invention; Figure 14 This is a schematic diagram of the structure of the third spiral rail in an embodiment of the present invention; Figure 15 This is a schematic diagram of the slide rail structure in an embodiment of the present invention; Figure 16 This is a schematic diagram of the structure in an embodiment of the present invention, showing the two wheels in a slightly raised state; Figure 17 This is a schematic diagram of the structure in an embodiment of the present invention, showing the two wheels in a slightly raised state; Figure 18 This is a schematic diagram of the structure in an embodiment of the present invention, showing the two wheels in a significantly raised state; Figure 19 This is a schematic diagram of the structure in an embodiment of the present invention, showing the two wheels in a state of significant lifting.

[0022] The labels in the diagram represent: 1. Test platform; 11. Connecting plate; 12. Rotating shaft; 13. Rotating plate; 131. Arc groove; 132. Actuating groove; 14. Gearbox; 15. Central shaft; 2. Mounting stand; 21. Six-axis force gauge; 22. Aircraft support; 23. Turbojet aircraft; 24. Oil pipe; 3. U-shaped plate; 31. Lifting block; 32. Telescopic folding rod; 33. Actuating double wheels; 4. Slide rail; 41. Pulley; 42. First spiral rail; 43. Second spiral rail; 44. Third spiral rail; 421. First spiral groove; 422. First flat groove; 431. 432. Second spiral groove; 441. Third spiral groove; 442. Third flat groove; 45. Third gear; 46. Second toothed belt; 47. Second bevel gear; 5. Side shaft; 51. Fixing frame; 52. First gear; 53. Second gear; 54. First toothed belt; 55. First bevel gear; 56. Side plate; 57. Sector block; 58. Actuating wheel; 6. Fixing block; 61. Rotary ring; 62. Protrusion; 63. Extrusion insert; 64. Extrusion wheel; 65. Return spring; 66. Fourth gear; 67. Fifth gear; 68. Third toothed belt; 7. Drive motor. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0024] The present invention will be further described below with reference to embodiments. Example 1:

[0025] Please see Figures 1-19 The present invention provides a technical solution: a turbojet aircraft test platform, comprising: Test platform 1, with a connecting plate 11 fixedly connected to the upper surface of test platform 1, a rotating shaft 12 rotatably connected to the outer surface of the connecting plate 11, a rotating plate 13 fixedly connected to the end of the rotating shaft 12 away from the connecting plate 11, a reduction gearbox 14 fixedly connected to the upper surface of test platform 1, the input shaft of the reduction gearbox 14 fixedly connected to the rotating plate 13, a central shaft 15 fixedly connected to the output shaft of the reduction gearbox 14, a mounting frame 2 fixedly connected to the outer circumference of the central shaft 15, a six-axis force gauge 21 fixedly connected to the top of the mounting frame 2, an aircraft support 22 fixedly connected to the top of the six-axis force gauge 21, a turbojet aircraft 23 fixedly connected to the top of the aircraft support 22, and an oil pipe 24 fixedly connected to the outer surface of the turbojet aircraft 23. A U-shaped plate 3 is fixedly connected to the upper surface of the test platform 1. Multiple lifting blocks 31 are slidably connected to the inner wall of the U-shaped plate 3. A telescopic folding rod 32 is slidably connected inside the lifting block 31. One end of the telescopic folding rod 32 passes through the lifting block 31 and is fixedly connected to a double-wheel 33. The oil pipe 24 passes through the multiple double-wheel 33 in sequence.

[0026] The inner wall of the U-shaped plate 3 is fixedly connected to a slide rail 4, and the outer surface of the lifting block 31 is rotatably connected to a pulley 41. The pulley 41 is slidably connected inside the slide rail 4. The inner wall of the U-shaped plate 3 is rotatably connected to a first spiral rail 42, a second spiral rail 43, and a third spiral rail 44. The first spiral rail 42 includes a first spiral groove 421 and a first flat groove 422, the second spiral rail 43 includes a second spiral groove 431 and a second flat groove 432, and the third spiral rail 44 includes a third spiral groove 441 and a third flat groove 442.

[0027] The rotating first spiral rail 42 drives the pulley 41 to move vertically upward along the slide rail 4 through the first spiral groove 421. The rotating second spiral rail 43 drives the pulley 41 to move vertically upward along the slide rail 4 through the second spiral groove 431. The rotating third spiral rail 44 drives the pulley 41 to move vertically upward along the slide rail 4 through the third spiral groove 441. The first spiral rail 42 limits the pulley 41 through the first flat groove 422, the second spiral rail 43 limits the pulley 41 through the second flat groove 432, and the third spiral rail 44 limits the pulley 41 through the third flat groove 442, so that the positions of the pulley 41 and the lifting block 31 are fixed.

[0028] The outer circumferential surfaces of the first spiral rail 42, the second spiral rail 43, and the third spiral rail 44 are all fixedly connected with a third gear 45. A second toothed belt 46 meshes between multiple third gears 45. The bottom end of the third spiral rail 44 passes through the U-shaped plate 3 and is fixedly connected with a second bevel gear 47.

[0029] like Figure 13 and Figure 14 As shown, there is one first spiral rail 42, one second spiral rail 43, and two third spiral rails 44. Under the transmission action of the third gear 45 and the second toothed belt 46, the first spiral rail 42 rotates around its own axis, the second spiral rail 43 rotates around its own axis, and the third spiral rail 44 rotates around its own axis.

[0030] A side shaft 5 is rotatably connected to the outer surface of the connecting plate 11. A fixed frame 51 is fixedly connected to the upper surface of the test platform 1. A first gear 52 is fixedly connected to the outer circumference of the side shaft 5. A second gear 53 is rotatably connected to the top of the fixed frame 51. A first toothed belt 54 meshes between the first gear 52 and the second gear 53. A first bevel gear 55 is rotatably connected to the top of the fixed frame 51. The first bevel gear 55 is fixedly connected to the second gear 53. A side plate 56 is fixedly connected to the end of the side shaft 5 away from the connecting plate 11. A fan-shaped block 57 is fixedly connected to the outer surface of the side plate 56. A turning wheel 58 is rotatably connected to the outer surface of the side plate 56. An arc groove 131 and a turning groove 132 are respectively opened on the outer surface of the rotating plate 13.

[0031] See Figure 8It can be seen that during the process of the sector block 57 and the actuating wheel 58 rotating counterclockwise from 0 degrees to 120 degrees around the axis of the side shaft 5, the sector block 57 contacts the inner wall of the arc groove 131. Under the limiting action of the sector block 57 and the arc groove 131, the rotating plate 13 cannot rotate around the axis of the rotating shaft 12. During the process of the sector block 57 and the actuating wheel 58 rotating counterclockwise from 120 degrees to 240 degrees around the axis of the side shaft 5, the sector block 57 separates from the arc groove 131, releasing the limiting action on the rotating plate 13 (the rotating plate 13 can rotate around the axis). (rotation of the axis of 12), the actuating wheel 58 pushes the rotating plate 13 to rotate clockwise by 60 degrees around the axis of the rotating shaft 12 through the actuating groove 132. During the process of the sector block 57 and the actuating wheel 58 rotating counterclockwise by 240 to 360 degrees around the axis of the side shaft 5, the sector block 57 contacts the inner wall of the arc groove 131. Under the limiting action of the sector block 57 and the arc groove 131, the rotating plate 13 cannot rotate around the axis of the rotating shaft 12. In this way, as the side shaft 5 continues to rotate, the rotating plate 13 is intermittently rotated.

[0032] A fixed block 6 is fixedly connected to the outer surface of the U-shaped plate 3. A rotating ring 61 is rotatably connected to the outer surface of the fixed block 6. A protrusion 62 is provided on the outer circumference of the rotating ring 61. A pressing insert 63 is fixedly connected to the outer surface of the telescopic folding rod 32. A pressing wheel 64 is rotatably connected to the outer surface of the actuating double wheel 33. A return spring 65 is fixedly connected between the telescopic folding rod 32 and the lifting block 31. A fourth gear 66 is fixedly connected to the outer circumference of the side shaft 5. A fifth gear 67 is rotatably connected to the outer surface of the fixed block 6. A third toothed belt 68 meshes between the fourth gear 66 and the fifth gear 67. The fifth gear 67 is fixedly connected to the rotating ring 61.

[0033] The rotating ring 61, through its protrusion 62, pushes the extrusion insert 63 and the telescopic lever 32 gradually away from the fixed block 6 along the axis of the telescopic lever 32, as... Figure 11 and Figure 12 As shown, the extrusion insert 63 drives the actuating double wheel 33 to move along the axis of the telescopic lever 32 via the telescopic lever 32. The moving actuating double wheel 33 pushes the telescopic lever 32 on its left side to move to the left along the axis of the telescopic lever 32 via the extrusion wheel 64 on its outer surface (see reference). Figure 11 and Figure 12 The rotating ring 61 drives the protrusion 62 to continue rotating, causing the protrusion 62 to separate from the pressing plug 63, releasing the pressing effect of the protrusion 62 on the pressing plug 63. Under the elastic action of the return spring 65, multiple return springs 65 push multiple telescopic folding rods 32 to approach the rotating ring 61 along the axis of the telescopic folding rods 32, and the multiple telescopic folding rods 32 drive multiple actuating double wheels 33 to reset.

[0034] A drive motor 7 is fixedly connected to the outer surface of the connecting plate 11, and the output shaft of the drive motor 7 is fixedly connected to the side shaft 5.

[0035] Working principle: First step: In practical applications, by starting the drive motor 7, the drive motor 7 drives the side shaft 5 to rotate around the axis of the side shaft 5 inside the connecting plate 11 via the output shaft, such as... Figure 6 and Figure 7 As shown, the rotating side shaft 5 drives another side shaft 5 to rotate synchronously inside another connecting plate 11 via a connecting shaft, as follows. Figure 8 As shown, a fourth gear 66 is fixedly connected to the outer circumference of the side shaft 5, and a fifth gear 67 is rotatably connected to the outer surface of the fixed block 6. Since the third toothed belt 68 meshes with the outer circumference of the fourth gear 66 and the fifth gear 67, the rotating side shaft 5 drives another adjacent side shaft 5 and the rotating ring 61 to rotate via the fourth gear 66, the fifth gear 67, and the third toothed belt 68. This causes the four side shafts 5 between the two connecting plates 11 to rotate synchronously around the axis of the side shaft 5. The rotating side shaft 5 drives the side plate 56 at one end to rotate around the axis of the side shaft 5. The side plate 56 drives the sector block 57 and the actuating wheel 58 on its outer surface to rotate around the axis of the side shaft 5. (See reference...) Figure 8 It can be seen that during the process of the sector block 57 and the actuating wheel 58 rotating counterclockwise from 0 degrees to 120 degrees around the axis of the side shaft 5, the sector block 57 contacts the inner wall of the arc groove 131. Under the limiting action of the sector block 57 and the arc groove 131, the rotating plate 13 cannot rotate around the axis of the rotating shaft 12. During the process of the sector block 57 and the actuating wheel 58 rotating counterclockwise from 120 degrees to 240 degrees around the axis of the side shaft 5, the sector block 57 separates from the arc groove 131, releasing the limiting action on the rotating plate 13 (the rotating plate 13 can rotate around the axis of the rotating shaft 12). The actuating wheel 58 pushes the rotating plate 13 to rotate clockwise by 60 degrees around the axis of the rotating shaft 12 through the actuating groove 132. During the process of the sector block 57 and the actuating wheel 58 rotating counterclockwise 240 to 360 degrees around the axis of the side shaft 5, the sector block 57 contacts the inner wall of the arc groove 131. Under the limiting action of the sector block 57 and the arc groove 131, the rotating plate 13 cannot rotate around the axis of the rotating shaft 12. In this way, as the side shaft 5 continues to rotate, the rotating plate 13 rotates intermittently. During the rotation of the rotating plate 13 around the axis of the rotating shaft 12, the two rotating plates 13 drive the central shaft 15 to rotate around the axis of the central shaft 15 through the reduction gearbox 14. When the rotating plate 13 rotates 60 degrees around the axis of the rotating shaft 12, the central shaft 15 rotates 5 degrees around the axis of the central shaft 15. Figure 1 , Figure 2 and Figure 3As shown, the central axis 15 drives the mounting platform 2 on its outer circumference to rotate around the axis of the central axis 15. The mounting platform 2 drives the aircraft support 22 and the turbojet aircraft 23 to rotate around the axis of the central axis 15 through the six-axis force gauge 21, thereby adjusting the pitch attitude of the turbojet aircraft 23. By simulating the test of the turbojet aircraft 23 under different pitch attitudes, it is beneficial to comprehensively evaluate the key indicators of the turbojet aircraft 23, such as acceleration performance, maximum speed, climb rate, and maneuverability.

[0036] This application innovatively mounts the entire aircraft (including all its engines, control systems, and structures) on a dedicated test platform 1. This platform can accurately measure and record the mechanical data of all six degrees of freedom generated or subjected to by the aircraft under different pitch attitudes and thrust settings in static or controlled simulation conditions—namely, the thrust / pull components of the X, Y, and Z axes and the torque components around these three axes. Compared with the traditional method of only being able to perform static testing on a single turbojet engine, this application can not only quantify the total output characteristics of the entire machine in real time, but also deeply reveal its attitude stability tendency under different operating conditions and the thrust balance state between the engines.

[0037] Second process: In practical applications, during the process of adjusting the pitch attitude of an aircraft, one end of the oil pipe 24 connected to the aircraft is fixedly connected to the aircraft's turbojet engine, and the other end is fixedly connected to the fuel tank. When the nose of the aircraft tilts upward, the nose of the aircraft causes the turbojet engine to tilt upward, and the turbojet engine causes one end of the oil pipe 24 to bend upward. After the oil pipe 24 bends, the flow resistance of the fuel increases, which directly affects the fuel supply stability and power output characteristics of the engine, thereby reducing the accuracy of performance testing.

[0038] To overcome the above difficulties, this application adopts the following technical solution: like Figure 6 , Figure 7 and Figure 9 As shown, a second gear 53 is rotatably connected to the top of the fixed frame 51, and a first gear 52 is fixedly connected to the outer circumferential surface of the side shaft 5. During the rotation of the side shaft 5 around its own axis, the side shaft 5 drives the first gear 52 on its outer circumferential surface to rotate around its own axis. Since the first toothed belt 54 meshes with the outer circumferential surfaces of the first gear 52 and the second gear 53, the rotating first gear 52 drives the second gear 53 to rotate around its axis via the first toothed belt 54. The rotating second gear 53 drives the first bevel gear 55 to rotate at the top of the fixed frame 51. Under the meshing action of the first bevel gear 55 and the second bevel gear 47, the rotating first bevel gear 55 drives the second bevel gear 47 to rotate at the bottom of the U-shaped plate 3. The rotating second bevel gear 47 drives the third spiral rail 44 at its top to rotate inside the U-shaped plate 3. Figure 13 and Figure 14 As shown, there is one first spiral rail 42, one second spiral rail 43, and two third spiral rails 44. Under the transmission action of the third gear 45 and the second toothed belt 46, the first spiral rail 42 rotates around its own axis, the second spiral rail 43 rotates around its own axis, and the third spiral rail 44 rotates around its own axis. During the process of the four spiral rails rotating counterclockwise from zero degrees to ninety degrees around their own axes (see...), Figure 13 and Figure 14 (Viewed from top to bottom), the rotating first spiral rail 42 drives the pulley 41 to move vertically upward along the slide rail 4 through the first spiral groove 421; the rotating second spiral rail 43 drives the pulley 41 to move vertically upward along the slide rail 4 through the second spiral groove 431; and the rotating third spiral rail 44 drives the pulley 41 to move vertically upward along the slide rail 4 through the third spiral groove 441. During the process of the four spiral rails rotating counterclockwise from 90 degrees to 180 degrees around their own axes (see...) Figure 13 and Figure 14 (Viewed from top to bottom), the first spiral rail 42 limits the pulley 41 through the first flat groove 422, the second spiral rail 43 limits the pulley 41 through the second flat groove 432, and the third spiral rail 44 limits the pulley 41 through the third flat groove 442, thus fixing the positions of the pulley 41 and the lifting block 31. Figure 15 and Figure 16 As shown, the upward-moving pulley 41 drives the connected lifting block 31 to move upward a certain distance. The lifting block 31 drives the double-wheel 33 on one side to move upward. The double-wheel 33 drives the oil pipe 24 inside to lift upward. When the turbojet aircraft 23 tilts upward, as... Figure 16 As shown, by using multiple actuating double wheels 33 to lift the bend of the oil pipe 24 upwards, the bending deformation of the oil pipe 24 is effectively reduced. This also redistributes the stress inside the oil pipe 24, dispersing the stress originally concentrated at the bend to a wider area, reducing local stress concentration. This stress redistribution helps reduce fatigue damage and plastic deformation of the oil pipe 24, thereby maintaining its structural integrity and performance stability. By reducing the bending deformation of the oil pipe 24, this application ensures the accuracy of fuel supply, enabling the turbojet engine to operate according to preset conditions during testing, thereby accurately evaluating its power output characteristics. The test results better reflect the engine's true performance.

[0039] Third process: In practical applications, such as Figure 6 , Figure 7 and Figure 8As shown, in summary, for every rotation of the side shaft 5 around its own axis, the turbojet aircraft 23 rotates five degrees around the axis of the central shaft 15. This can be achieved by setting the number of teeth on the second gear 53 to be twice the number of teeth on the first gear 52. For every rotation of the side shaft 5 around its own axis, the four spiral rails rotate half a revolution around their respective axes. As the pitch attitude of the turbojet aircraft 23 gradually changes from zero degrees to twenty degrees, when the turbojet aircraft 23 is in level flight, the multiple actuating double wheels 33 are located on the same straight line (see...). Figure 15 When the nose of the turbojet aircraft 23 is raised five degrees, the positions of the multiple actuating wheels 33 are as follows: Figure 16 As shown, multiple actuating wheels 33 slightly lift the oil pipe 24. When the nose of the turbojet aircraft 23 is raised ten degrees, the positions of the multiple actuating wheels 33 are as follows: Figure 17 As shown, multiple actuating wheels 33 slightly lift the oil pipe 24. When the nose of the turbojet aircraft 23 is raised by 15 degrees, the positions of the multiple actuating wheels 33 are as follows. Figure 18 As shown, multiple actuating wheels 33 significantly lift the oil pipe 24. When the nose of the turbojet aircraft 23 is raised twenty degrees, the positions of the multiple actuating wheels 33 are as follows: Figure 19 As shown, multiple toggle wheels 33 significantly lift the fuel line 24. During takeoff, climb, cruise, and landing, the aircraft experiences a wide range of pitch angle changes. Traditional fixed fuel line designs are difficult to adapt to all operating conditions. The multi-stage lifting design of the multiple toggle wheels 33, through multi-level adjustment, covers the entire pitch angle range of the aircraft, ensuring the reliability of fuel supply at each stage and further improving the accuracy of aircraft performance testing.

[0040] Fourth process: In practical applications, such as Figure 8 , Figure 9 and Figure 10 As shown, by controlling the fifth gear 67 to rotate clockwise around its own axis, the fifth gear 67 drives the rotating ring 61 to rotate clockwise around its own axis. The rotating ring 61 drives the protrusion 62 on its outer surface to rotate clockwise around the axis of the rotating ring 61. Since the extrusion insert 63 is fixedly connected to the outer surface of the telescopic folding rod 32, the rotating ring 61, through its protrusion 62, pushes the extrusion insert 63 and the telescopic folding rod 32 to gradually move away from the fixed block 6 along the axis of the telescopic folding rod 32. Figure 11 and Figure 12 As shown, the extrusion insert 63 drives the actuating double wheel 33 to move along the axis of the telescopic lever 32 via the telescopic lever 32. The moving actuating double wheel 33 pushes the telescopic lever 32 on its left side to move to the left along the axis of the telescopic lever 32 via the extrusion wheel 64 on its outer surface (see reference). Figure 11 and Figure 12The rotating ring 61 drives the protrusion 62 to continue rotating, causing the protrusion 62 to separate from the compression insert 63, relieving the compression effect of the protrusion 62 on the compression insert 63. Under the elastic action of the return spring 65, multiple return springs 65 push multiple telescopic folding rods 32 to move closer to the rotating ring 61 along the axis of the telescopic folding rods 32. The multiple telescopic folding rods 32 drive multiple actuating double wheels 33 to reset. This application sets multiple actuating double wheels 33 to be located on the same straight line and reciprocate along the axis of the telescopic folding rods 32. The multiple actuating double wheels 33 straighten the oil pipe 24 inside. The actuating double wheels 33 apply uniform pressure to the oil pipe 24 through reciprocating motion, gradually eliminating the bending deformation of the oil pipe 24, restoring its straight shape, ensuring the stability of fuel flow, and further improving the accuracy of aircraft performance testing.

[0041] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions will not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the embodiments of the present invention.

Claims

1. A test platform for a turbojet aircraft, comprising a test platform (1), characterized in that: The test platform (1) is fixedly connected to a connecting plate (11), and a rotating shaft (12) is rotatably connected to the outer surface of the connecting plate (11). A rotating plate (13) is fixedly connected to the end of the rotating shaft (12) away from the connecting plate (11). A reduction gearbox (14) is fixedly connected to the upper surface of the test platform (1). The input shaft of the reduction gearbox (14) is fixedly connected to the rotating plate (13). A central shaft (15) is fixedly connected to the output shaft of the reduction gearbox (14). A mounting frame (2) is fixedly connected to the outer circumference of the central shaft (15). A six-axis force gauge (21) is fixedly connected to the top of the mounting frame (2). An aircraft support (22) is fixedly connected to the top of the six-axis force gauge (21). A turbojet aircraft (23) is fixedly connected to the top of the aircraft support (22). An oil pipe (24) is fixedly connected to the outer surface of the turbojet aircraft (23). The upper surface of the test platform (1) is fixedly connected to a U-shaped plate (3), and the inner wall of the U-shaped plate (3) is slidably connected to multiple lifting blocks (31). The inside of the lifting block (31) is slidably connected to a telescopic folding rod (32). One end of the telescopic folding rod (32) passes through the lifting block (31) and is fixedly connected to a double-wheeled actuation device (33). The oil pipe (24) passes through the multiple double-wheeled actuation devices (33) in sequence.

2. The turbojet aircraft test platform according to claim 1, characterized in that: The inner wall of the U-shaped plate (3) is fixedly connected to a slide rail (4), and the outer surface of the lifting block (31) is rotatably connected to a pulley (41). The pulley (41) is slidably connected inside the slide rail (4). The inner wall of the U-shaped plate (3) is rotatably connected to a first spiral rail (42), a second spiral rail (43), and a third spiral rail (44).

3. The turbojet aircraft test platform according to claim 2, characterized in that: The first spiral rail (42) includes a first spiral groove (421) and a first flat groove (422), the second spiral rail (43) includes a second spiral groove (431) and a second flat groove (432), and the third spiral rail (44) includes a third spiral groove (441) and a third flat groove (442).

4. The turbojet aircraft test platform according to claim 2, characterized in that: The outer circumferential surfaces of the first spiral rail (42), the second spiral rail (43) and the third spiral rail (44) are all fixedly connected with a third gear (45), and a second toothed belt (46) meshes between multiple third gears (45). The bottom end of the third spiral rail (44) passes through the U-shaped plate (3) and is fixedly connected with a second bevel gear (47).

5. The turbojet aircraft test platform according to claim 1, characterized in that: The outer surface of the connecting plate (11) is rotatably connected to a side shaft (5), the upper surface of the test platform (1) is fixedly connected to a fixing frame (51), the outer circumferential surface of the side shaft (5) is fixedly connected to a first gear (52), the top end of the fixing frame (51) is rotatably connected to a second gear (53), the first gear (52) and the second gear (53) are meshed together by a first toothed belt (54), the top end of the fixing frame (51) is rotatably connected to a first bevel gear (55), and the first bevel gear (55) is fixedly connected to the second gear (53).

6. The turbojet aircraft test platform according to claim 5, characterized in that: The side shaft (5) is fixedly connected to a side plate (56) at one end away from the connecting plate (11). A fan-shaped block (57) is fixedly connected to the outer surface of the side plate (56). A toggle wheel (58) is rotatably connected to the outer surface of the side plate (56). An arc groove (131) and a toggle groove (132) are respectively opened on the outer surface of the rotating plate (13).

7. A test platform for a turbojet aircraft according to claim 5, characterized in that: The outer surface of the U-shaped plate (3) is fixedly connected to a fixed block (6), the outer surface of the fixed block (6) is rotatably connected to a rotating ring (61), the outer circumferential surface of the rotating ring (61) is provided with a protrusion (62), the outer surface of the telescopic folding rod (32) is fixedly connected to a pressing plug (63), and the outer surface of the actuating double wheel (33) is rotatably connected to a pressing wheel (64).

8. A test platform for a turbojet aircraft according to claim 1, characterized in that: A return spring (65) is fixedly connected between the telescopic folding rod (32) and the lifting block (31).

9. A test platform for a turbojet aircraft according to claim 7, characterized in that: A fourth gear (66) is fixedly connected to the outer circumference of the side shaft (5), and a fifth gear (67) is rotatably connected to the outer surface of the fixed block (6). A third toothed belt (68) meshes between the fourth gear (66) and the fifth gear (67), and the fifth gear (67) is fixedly connected to the swivel ring (61).

10. A test platform for a turbojet aircraft according to claim 5, characterized in that: A drive motor (7) is fixedly connected to the outer surface of the connecting plate (11), and the output shaft of the drive motor (7) is fixedly connected to the side shaft (5).

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