A testing device and method for aircraft engine fuel nozzle assembly

Abstract

This invention relates to the field of aircraft engine component testing technology, and discloses a testing device and method for aircraft engine fuel nozzle assemblies. The testing device includes a base device and a positioning device fixed on the base device. The positioning device is configured to position and clamp the fuel nozzle assembly to be tested based on the actual mounting flange surface of the fuel nozzle assembly. The fuel nozzle assembly includes a fuel supply pipe and a fuel inlet and a nozzle connected to both ends of the fuel supply pipe. It also includes a fuel supply pipe testing unit. The base device is provided with a testing chamber to simulate the environment of an engine combustion chamber unit. During testing, the fuel supply pipe and nozzle are installed in the testing chamber. The fuel supply pipe testing unit is fixed to the side wall of the testing chamber and corresponds to the key bending feature position of a standard fuel supply pipe. The fuel supply pipe testing unit includes at least three floating testing pins arranged on different sides of the testing chamber, and each floating testing pin integrates a displacement sensor at its tail.

Description

Technical Field

[0001] This invention relates to the field of aircraft engine component testing technology, and in particular to a testing device and method for aircraft engine fuel nozzle assemblies. Background Technology

[0002] The fuel nozzle is a core functional component of the aero-engine combustion chamber. Its function is to atomize fuel and inject it evenly into the combustion chamber, where it mixes thoroughly with compressed air to achieve stable combustion. The fuel delivery pipe within the fuel nozzle assembly is an irregularly shaped, spatially curved structure. Its critical curvature and spatial orientation are key parameters determining the assembly precision of the nozzle with the engine piping and combustion chamber, the fuel injection angle, and the atomization effect. Excessive curvature in the fuel delivery pipe can lead to minor issues such as nozzle assembly interference and deviations from the design fuel injection angle, resulting in uneven temperature distribution, localized overheating, and carbon buildup in the combustion chamber. More serious problems can include combustion chamber erosion and turbine component damage, directly impacting the reliability of the aero-engine and flight safety. Therefore, accurate and efficient detection of the critical curvature of the fuel delivery pipe is a core quality control process that must be strictly managed in the manufacturing, maintenance, and repair of fuel nozzles.

[0003] Currently, the mainstream method for detecting the curvature of fuel injector delivery pipes in the industry is contact point measurement using a coordinate measuring machine. This method has high single-point measurement accuracy, but it has inherent defects: First, the detection efficiency is extremely low. For delivery pipes with irregular spatial curvature, a complex measurement program needs to be developed, and the point-by-point sampling process is time-consuming, with a single piece taking tens of minutes to inspect. This method can only achieve sampling inspection and cannot meet the needs of batch full inspection on the production line. Second, the detection results are discrete point cloud data, which can only indirectly estimate the curvature of the delivery pipe by fitting the coordinates of a limited number of points. It cannot directly and continuously detect the key bending feature surfaces of the delivery pipe, and it is very easy to miss subtle defects such as local bending deformation in the middle section of the delivery pipe and out-of-tolerance R-arc transition zone. Summary of the Invention

[0004] This application discloses a device and method for testing aircraft engine fuel nozzle assemblies, in order to solve the technical problem of low fuel delivery pipe testing efficiency in related technologies.

[0005] To solve the above problems, the present invention adopts the following technical solution: This invention provides a testing device for an aircraft engine fuel nozzle assembly, comprising a base device and a positioning device fixed on the base device. The positioning device is configured to position and clamp the fuel nozzle assembly to be tested using the actual mounting flange surface as a reference. The fuel nozzle assembly includes a fuel supply pipe and a fuel inlet and a nozzle connected to both ends of the fuel supply pipe. It also includes a fuel supply pipe testing unit. The base device is provided with a testing chamber to simulate the engine combustion chamber environment. During testing, the fuel supply pipe and nozzle are installed within the testing chamber. The fuel supply pipe testing unit is fixed to the side wall of the testing chamber and corresponds to the key bending feature position of the standard fuel supply pipe. The fuel supply pipe testing unit includes at least three floating testing pins disposed on different sides of the testing chamber. Each floating testing pin integrates a displacement sensor at its tail. The floating testing pins penetrate the side wall of the testing chamber, can slide along a guide direction, and abut against the corresponding testing surface of the fuel supply pipe to be tested.

[0006] Preferably, the oil pipeline detection unit includes two ball-head floating detection pins and one cylindrical floating detection pin, corresponding to the three key bending feature surfaces of the oil pipeline respectively; the floating detection pins pass through the side wall of the detection cavity via guide sleeves, and an elastic element is pre-pressed and installed inside the guide sleeves, the elastic element providing a constant detection resistance force for the floating detection pins.

[0007] Preferably, the portion of the floating detection pin located outside the detection cavity is marked with a three-segment tolerance scale, corresponding to the qualified area, the rework area, and the scrap area, respectively; all the displacement sensors are signal-connected to a data processing unit for collecting and storing detection data.

[0008] Preferably, the surface outside the detection chamber is defined as a reference surface. The positioning device includes a positioning block, a positioning pin, and a positioning clamp disposed on the reference surface. The positioning pin matches a standard mounting hole on the mounting base of the fuel injector assembly, and the positioning clamp is used to fix the mounting base during detection.

[0009] Preferably, the positioning clamp includes a locking part and a clamping part. The locking part is a toggle locking clamp. One end of the locking part is connected to the clamping part, and a protective pad is installed on the end of the clamping part that is close to the mounting base.

[0010] Preferably, the positioning block is detachably mounted on the reference surface, and the positioning block is provided with an inclined surface, on which an oil supply port detection unit is mounted; the oil supply port detection unit includes an oil supply port detection sleeve passing through the positioning block, and an oil supply port detection pin slidably sleeved within the oil supply port detection sleeve; the length of the oil supply port detection pin is less than the length of the oil supply port detection sleeve.

[0011] Preferably, one end of the oil supply port detection sleeve is provided with a first step, and a first observation window is provided on the side of the first step; the other end of the oil supply port detection sleeve is provided with a first notch, and the inner diameter of the portion of the oil supply port detection sleeve with the first step is larger than the inner diameter of the rest of the oil supply port detection sleeve.

[0012] Preferably, the sidewall of the detection chamber is provided with a nozzle detection unit, the nozzle detection unit including a nozzle detection sleeve passing through the sidewall of the detection chamber, and a nozzle detection pin slidably sleeved in the nozzle detection sleeve; the length of the nozzle detection pin is less than the length of the nozzle detection sleeve.

[0013] Preferably, one end of the nozzle detection sleeve is provided with a second step, and a second observation window is provided on the side of the second step; the other end of the nozzle detection sleeve is provided with a second notch, and the inner diameter of the part of the nozzle detection sleeve with the second step is larger than the inner diameter of the rest of the nozzle detection sleeve.

[0014] To address the aforementioned technical problems, the present invention also provides a method for inspecting aircraft engine fuel nozzle assemblies, employing the aforementioned inspection device, and comprising the following steps: S1. Place the testing device on a flat workbench, install the standard sample on the testing device, and operate the positioning device, oil pipe testing unit, oil supply port testing unit and nozzle testing unit in sequence to calibrate the testing device. S2, If the calibration is qualified, remove the standard sample; place the mounting base of the fuel nozzle assembly to be tested against the reference surface, align it with the positioning pin, and then move the positioning clamp to clamp and fix it. S3, insert the oil supply port and nozzle into the oil supply port detection sleeve and nozzle detection sleeve respectively, and observe the first observation window and the second observation window at the same time. If the oil supply port and nozzle can be smoothly and completely inserted to the specified depth, it indicates that the radial position of the oil supply port and nozzle is qualified. S4. Insert the fuel inlet detection pin and the nozzle detection pin into the fuel inlet detection sleeve and the nozzle detection sleeve from the other end, respectively, until they are pressed against the fuel inlet end face and the nozzle end face; if the other end faces of the fuel inlet detection pin and the nozzle detection pin are located within the axial length range of the first notch and the second notch, respectively, it indicates that the axial position of the fuel inlet and the nozzle is qualified. S5, observe the tolerance scale position of the floating detection pins in each guide sleeve, and manually screen out qualified parts; at the same time, the data processing unit automatically collects and stores the oil pipeline inspection data; S6. After the test is completed, reset all test units, release the positioning clamps, and remove the tested fuel injector assembly.

[0015] The technical solution adopted in this invention can achieve the following beneficial effects: This application provides a testing device and method for an aircraft engine fuel nozzle assembly. The method utilizes a base device and a positioning device fixed to the base device. The positioning device is configured to position and clamp the fuel nozzle assembly under test using the actual mounting flange surface as a reference. The fuel nozzle assembly includes a fuel supply pipe and a fuel inlet and a nozzle connected to both ends of the fuel supply pipe. It also includes a fuel supply pipe testing unit. The base device has a testing chamber to simulate the engine combustion chamber environment. During testing, the fuel supply pipe and nozzle are installed inside the testing chamber. The fuel supply pipe testing unit is fixed to the side wall of the testing chamber and corresponds to the key bending feature position of a standard fuel supply pipe. The fuel supply pipe testing unit includes at least three floating testing pins disposed on different sides of the testing chamber. Each floating testing pin integrates a displacement sensor at its tail. The floating testing pins penetrate the side wall of the testing chamber, can slide along the guide direction, and abut against the corresponding testing surface of the fuel supply pipe under test. By setting up a detection chamber to simulate the engine combustion chamber environment, the fuel pipe and nozzle are placed in a spatial position similar to their actual working state during testing, thereby improving the engineering applicability of the test results. Based on the fuel pipe detection unit being fixed to the side wall of the detection chamber and corresponding to the key bending features of a standard fuel pipe, targeted testing of critical areas of the fuel pipe is achieved. Utilizing at least three floating detection pins positioned on different sides of the detection chamber, each with a displacement sensor integrated at its tail, the floating detection pins penetrate the side wall of the detection chamber and can slide along the guide direction to abut against the corresponding detection surface of the fuel pipe under test. This enables rapid, non-destructive testing of the three-dimensional shape of complex irregular fuel pipes. Simultaneously, the displacement sensors monitor the displacement changes of the detection pins in real time, converting shape deviations into quantifiable data for subsequent analysis and judgment. This design overcomes the limitations of traditional testing methods for complex curved surfaces, making the testing process more intuitive and efficient, while ensuring the accuracy and repeatability of the test results. The overall device, through its integrated testing design, achieves comprehensive and rapid testing of aircraft engine fuel nozzle assemblies, significantly improving testing efficiency and reliability. Attached Figure Description

[0016] 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.

[0017] Figure 1 This is a first-view schematic diagram of an aircraft engine fuel nozzle assembly testing device disclosed in some embodiments of this application during testing; Figure 2This is a second-view schematic diagram of an aircraft engine fuel nozzle assembly testing device disclosed in some embodiments of this application during testing; Figure 3 This is a cross-sectional view of a cylindrical floating detection pin of an aircraft engine fuel nozzle assembly detection device disclosed in some embodiments of this application; Figure 4 This is a schematic diagram of a ball-head floating detection pin of an aircraft engine fuel nozzle assembly detection device disclosed in some embodiments of this application; Figure 5 yes Figure 2 Enlarged view of A in the middle; Figure 6 This is a schematic diagram of the fuel inlet detection unit of an aircraft engine fuel nozzle assembly detection device disclosed in some embodiments of this application; Figure 7 This is a schematic diagram of the nozzle detection unit of an aircraft engine fuel nozzle assembly detection device disclosed in some embodiments of this application; Figure 8 This is a schematic diagram of the fuel nozzle assembly of a certain type of aircraft engine; Figure 9 This is a schematic diagram of the structure of an aircraft engine fuel nozzle assembly testing device disclosed in some embodiments of this application; Figure 10 This is a schematic diagram of the fuel injector assembly's fuel inlet during testing; Figure 11 This is a schematic diagram of the fuel injector assembly during nozzle inspection; Figure 12 This is a flowchart of a method for testing an aircraft engine fuel nozzle assembly, as disclosed in some embodiments of this application.

[0018] In the picture: 1. Aircraft engine fuel nozzle assembly testing device; 2. Fuel nozzle assembly; 10. Base assembly; 11. Positioning device; 12. Oil supply pipe detection unit; 13. Oil supply port detection unit; 14. Nozzle detection unit; 20. Oil supply pipe; 21. Oil supply port; 22. Nozzle; 23. Mounting base; 110. Detection chamber; 111. Positioning block; 112. Positioning pin; 113. Positioning clamp; 120. Floating detection pin; 121. Displacement sensor; 122. Guide sleeve; 130. Oil supply port detection sleeve; 131. Oil supply port detection pin; 140. Nozzle detection sleeve; 141. Nozzle detection pin; 1100, Reference plane; 1110, Inclined surface; 1130, Locking part; 1131, Clamping part; 1132, Protective pad; 1200, Ball head floating detection pin; 1201, Cylindrical floating detection pin; 1202, Qualified area; 1203, Rework area; 1204, Scrap area; 1220, Elastic element; 1300, First step; 1301, First observation window; 1302, First notch; 1400, Second step; 1401, Second observation window; 1402, Second notch. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be described in detail below. Obviously, the described embodiments are merely some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0020] The terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such use of data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class and the number of objects is not limited; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0021] The fuel nozzle of an aircraft engine is a core component of the combustion chamber. Its function is to efficiently atomize fuel and inject it into the combustion chamber, where it mixes with compressed air for stable combustion. The geometry of the fuel nozzle, including the spatial curvature of the fuel supply pipe and the radial and axial positions of the fuel inlet and outlet, directly affects its correct installation and use on the engine. The fuel supply pipe, as a flexible pressure-bearing channel connecting the fuel inlet and outlet, must conform to design specifications in its three-dimensional spatial curvature distribution. If the key curvature features are offset or deformed, it will lead to inaccurate outlet attitude and fuel injection angle deviation, which in turn will cause unstable combustion, local overheating, carbon buildup, and even serious failures such as combustion chamber erosion.

[0022] Currently, the detection of fuel nozzle and fuel line shape mainly relies on contact point-by-point sampling using a coordinate measuring machine. While this method has high accuracy, it has significant limitations: measurement requires the development of a dedicated path program, and the detection time for a single part can be several minutes; the tested part can only be clamped with the flange surface as a single reference, making it difficult to simultaneously acquire the spatial pose of multiple points of the fuel line in a single clamping operation; the obtained data is a discrete point cloud, lacking the ability to intuitively judge the continuity of the overall surface and the matching degree of key bending features. These defects make this detection method unsuitable for scenarios with stringent requirements for timeliness and ease of operation, such as rapid full inspection on production lines and field maintenance and repair.

[0023] To address the aforementioned issues, this application proposes a dedicated fixture architecture based on the collaboration of mechanical positioning and floating sensing: it does not rely on external software modeling and complex motion control, but instead reproduces the real assembly constraints through a highly repeatable physical benchmark, and utilizes distributed floating detection pins to perform in-situ, synchronous, and quantitative responses to key bending features of the oil pipeline, thereby achieving rapid, reliable, and interpretable determination of the three-dimensional morphological deviations of the oil pipeline.

[0024] The following is in conjunction with the appendix Figures 1 to 12 The present application provides a detailed description of an aircraft engine fuel nozzle assembly testing device and method through specific embodiments and application scenarios.

[0025] Please refer to Figures 1 to 9 This application provides a testing device 1 for an aircraft engine fuel nozzle assembly, including a base device 10 and a positioning device 11 fixed on the base device 10. The positioning device 11 is configured to position and clamp the fuel nozzle assembly 2 to be tested, using the actual mounting flange surface as a reference. The fuel nozzle assembly 2 includes a fuel supply pipe 20 and fuel inlets 21 and nozzles connected to both ends of the fuel supply pipe 20. It also includes a fuel supply pipe testing unit 12. The base device 10 is provided with a testing chamber 110 to simulate the engine combustion chamber environment. During testing, the oil pipe 20 and nozzle 22 are installed inside the testing chamber 110; the oil pipe testing unit 12 is fixed to the side wall of the testing chamber 110 and corresponds to the key bending feature position of the standard specification oil pipe 20; the oil pipe testing unit 12 includes at least three floating testing pins 120 arranged on different sides of the testing chamber 110, each floating testing pin 120 has a displacement sensor 121 integrated at its tail, the floating testing pins 120 penetrate the side wall of the testing chamber 110, can slide along the guide direction and abut against the corresponding testing surface of the oil pipe 20 to be tested.

[0026] Specifically, the base device 10 is a rigid support platform composed of a base, side plates and positioning plates, and the detection cavity 110 is a semi-open space enclosed by the base and side plates. In some optional embodiments, the inner contour of the detection cavity 110 can be designed according to the spatial envelope of the front section of a typical engine combustion chamber to accommodate and constrain the spatial position of the oil pipe 20 and the nozzle 22 during detection.

[0027] The detection chamber 110 simulates the spatial envelope constraint of the combustion chamber on the oil pipe 20, so that the oil pipe 20 is under the same stress boundary conditions as the actual installation during the detection process; on the other hand, it provides a rigid installation interface for the oil pipe detection unit 12 and ensures that the guide axis of each floating detection pin 120 is basically consistent with the normal direction of the key bending characteristics of the oil pipe 20.

[0028] The oil pipe detection unit 12 is a sensing and detection module fixed to the side wall of the detection chamber 110 and corresponding to the key bending feature position of the standard specification oil pipe 20. This unit does not participate in the clamping or positioning of the test piece, but only undertakes the shape response function. Its installation position is determined based on the three principal curvature extreme points extracted from the three-dimensional CAD model of the fuel nozzle, which correspond to the bending center of the starting section of the oil pipe 20, the inflection point of the intermediate transition section, and the bending center of the connecting section of the end nozzle 22, respectively. The installation points are non-coplanarly distributed on the side wall of the detection chamber 110. In this embodiment, two are located on the rear side wall of the detection chamber 110 and one is located on the right side wall of the detection chamber 110, thus forming a three-dimensional response array to the spatial curvature of the oil pipe 20. This design transforms the macroscopic shape deviation of the oil pipe 20 into multiple independent, quantifiable, and spatially correlated displacement response signals, providing a physical basis for subsequent data interpretation.

[0029] The floating detection pin 120 is an elastic contact rod that penetrates the side wall of the detection cavity 110, slides along the guide direction, and abuts against the corresponding detection surface of the oil pipeline 20 to be tested. Each floating detection pin 120 includes a detection contact, a guide section, an elastic preload section, and a tail-integrated displacement sensor 121. The detection contact can be a ball head, a cylindrical surface, or a conical surface structure, and the specific form can be selected according to the geometric characteristics of the corresponding detection surface. For example, a ball head is suitable for curved surface contact, and a cylindrical surface is suitable for straight section contact. The outer diameter of the guide section and the inner diameter of the guide sleeve 122 have a tolerance of H7 / g6 to ensure smooth sliding without wobbling. The elastic preload section has a built-in compression spring, and the preload is set to 20N-50N to ensure that the detection contact always has a stable and repeatable initial contact force. The tail-integrated displacement sensor 121... It can be an LVDT or capacitive miniature displacement sensor 121 with a range of ±1mm and a resolution of 0.1μm. The output signal is led out to an external data processing unit via a shielded cable. During the detection process, the floating detection pin 120 automatically adapts to the slight undulations on the surface of the oil pipe 20, converting the local normal deviation into displacement in real time, and recording its static final value or dynamic change process through the sensor. Its cooperation with the oil pipe 20 is reflected in the following: when the shape of the oil pipe 20 completely conforms to the standard, the displacement readings of the three floating detection pins 120 all fall into the preset zero tolerance zone; if the displacement of any detection pin exceeds the tolerance, it indicates that the corresponding key bending feature surface has shifted, and the type of deviation (such as overall translation, torsion, or local bulging) needs to be determined by combining the spatial distribution law of the three readings.

[0030] Understandably, by adopting a positioning method based on the actual installation flange surface, systematic measurement deviations caused by clamping reference conversion are eliminated, improving the correlation between test results and actual installation performance. The test chamber 110, simulating a combustion chamber environment, subjects the oil pipe 20 to spatial constraints similar to those in actual installation during testing, enhancing the realism of the test conditions. Furthermore, the configuration of at least three non-coplanar floating detection pins 120, integrated with displacement sensors 121, enables the simultaneous acquisition of multi-dimensional positional responses to key bending characteristics of the oil pipe 20, overcoming the shortcomings of traditional single-point measurements that cannot reflect overall curvature changes. Since each floating detection pin 120 possesses elastic pre-compression and guide limiting structures, contact reliability is ensured while avoiding the risk of damage to the surface of the oil pipe 20 caused by rigid collisions.

[0031] Furthermore, the oil pipeline detection unit 12 includes two ball-head floating detection pins 1200 and one cylindrical floating detection pin 1201, which correspond to the three key bending feature surfaces of the oil pipeline 20, respectively. The floating detection pins 120 pass through the side wall of the detection cavity 110 through the guide sleeve 122. An elastic element 1220 is pre-pressed and installed inside the guide sleeve 122, and the elastic element 1220 provides a constant detection resistance force for the floating detection pins 120.

[0032] Specifically, the two ball-head floating detection pins 1200 have spherical front ends, and their spherical radii are set according to the actual curvature of the corresponding curved feature surface of the oil pipeline 20. When the spherical structure contacts the surface of the oil pipeline 20, it adaptively adjusts the contact posture so that the detection force is perpendicular to the local curved surface normal, thereby reducing the risk of slippage or local stress concentration caused by sudden curvature changes. The two ball-head floating detection pins 1200 are respectively arranged in the two areas with the most significant curvature changes in the spatial direction of the oil pipeline 20. For example, the first ball-head floating detection pin 1200 corresponds to the first curved section of the oil pipeline 20 near the oil supply port 21, and the second ball-head floating detection pin 1200 corresponds to the second curved section in the middle section of the oil pipeline 20. The two correspond one-to-one with the first two of the at least three floating detection pins 120, and together they undertake the function of adaptability detection of irregular curved surfaces, and form a spatial three-point constraint relationship with the third cylindrical floating detection pin 1201 to simulate the spatial form and position constraints of the oil pipeline 20 in the actual assembly state.

[0033] Specifically, the front end of the cylindrical floating detection pin 1201 has a cylindrical surface structure. The diameter of its cylindrical surface is set according to the radius of curvature and tolerance zone width of the corresponding bending feature surface of the oil pipe 20. When contacting the surface of the oil pipe 20, this cylindrical surface structure provides stable and uniform line contact or small area surface contact. It is suitable for the third bending feature surface of the oil pipe 20 with a gentle curvature or close to a straight section, such as the transition section of the oil pipe 20 near the nozzle 22. It works in conjunction with the two ball-head floating detection pins 1200 to form a non-collinear three-point support layout in three-dimensional space, thereby reproducing the theoretical spatial posture of the oil pipe 20 in the engine combustion chamber installation state within the detection cavity 110, providing a geometric benchmark for shape deviation judgment.

[0034] The guide sleeve 122 is a cylindrical structure made of metal. Its inner hole size is precisely matched with the outer diameter of the corresponding floating detection pin 120 to ensure that the floating detection pin 120 slides smoothly along the axial direction without radial wobble. The outer wall of the guide sleeve 122 is fixedly embedded in the mounting hole reserved in the side wall of the detection cavity 110, and a rigid connection is achieved by interference fit or thread fastening. The axial direction of the guide sleeve 122 is consistent with the theoretical normal of the detection surface of the oil pipeline 20 to be tested, thereby ensuring that the movement direction of the floating detection pin 120 strictly coincides with the designed detection direction.

[0035] Specifically, after the fuel nozzle assembly 2 to be tested is clamped by the positioning device 11, the three floating detection pins 120 extend forward synchronously under the action of the elastic element 1220. Their front detection parts contact the three key bending feature surfaces of the fuel pipe 20 in sequence: the two ball-head floating detection pins 1200 fit the high curvature area with the adaptive ability of the spherical surface, achieving non-destructive and low-disturbance contact; the cylindrical floating detection pin 1201 responds to the medium and low curvature area with stable line contact; the displacement sensors 121 of the three pins synchronously output real-time displacement values, and the data processing unit calculates the deviation of each point and determines whether it is within the allowable tolerance zone; the guide sleeve 122 constrains the movement trajectory of the floating detection pins 120 throughout the process to avoid skew, jamming or rotational instability; the entire detection process does not require manual application of additional pressure, eliminating the measurement dispersion introduced by the operator's subjective factors.

[0036] Understandably, this embodiment uses two ball-head floating detection pins 1200 to adapt to high curvature areas, improving the contact adaptability to the complex spatial curved surface of the oil pipeline 20, thereby reducing the overall misjudgment rate of the detection device; while on the other side, a cylindrical floating detection pin 1201 is used to adapt to the gently curved surface area, enhancing the detection stability and repeatability. Moreover, the floating detection pin 120 passes through the guide sleeve 122 and is pre-pressed into the elastic element 1220 through the side wall of the detection cavity 110, achieving a dual guarantee of constant contact force loading and linear guidance, avoiding measurement errors caused by uneven force application and movement deviation; the spatial layout of the three corresponds to the three key bending feature surfaces of the oil pipeline 20, and multi-point collaborative detection can be completed in a single clamping, significantly improving detection efficiency and comprehensive judgment reliability.

[0037] Furthermore, the floating detection pin 120 located outside the detection cavity 110 is marked with a three-segment tolerance scale, corresponding to the qualified area 1202, the rework area 1203, and the scrap area 1204, respectively; all displacement sensors 121 are signal connected to a data processing unit for collecting and storing detection data.

[0038] Specifically, the three-segment tolerance scale refers to three continuous but non-overlapping annular scale marking areas set along the axial direction on the outer circumferential surface of the floating detection pin 120 in the sliding direction. These three areas are, in order, the qualified area 1202, the rework area 1203, and the scrap area 1204 along the direction of increasing displacement. To match positive and negative tolerances, the rework area 1203 and the scrap area 1204 should be symmetrically set with the qualified area 1202 as the center. The length of each area is calculated based on the allowable deformation tolerance zone width of the key bending feature surface of the oil pipeline 20 and is formed by laser etching or precision screen printing. This three-segment tolerance scale does not participate in mechanical positioning or force. The scale is used solely as a visual reference for reading displacement, with its zero point aligned with the tail baseline of the floating detection pin 120 when it is in a theoretically undeformed state. This scale design allows operators to quickly determine the deformation range of the oil pipeline 20 at the detection point by observing the position of the tail of the floating detection pin 120 relative to the scale area without the need for additional measuring tools. The scale is strictly parallel to the guiding movement direction of the floating detection pin 120, and its axial distribution matches the preset detection stroke range of each floating detection pin 120 in the oil pipeline detection unit 12, ensuring that the three areas completely cover all possible measured displacement ranges.

[0039] Specifically, the qualified area 1202 is the section closest to the installation end of the guide sleeve 122 in the three-segment tolerance scale, and its axial length corresponds to the upper limit of the maximum allowable positive deformation tolerance of the oil pipe 20 at the detection point. When the tail of the floating detection pin 120 falls into this area, it indicates that the deformation of the oil pipe 20 on the key bending feature surface is within the design allowable range, and the part can be released directly. This area can be marked with green or it can be the uncolored body metal surface. This application embodiment does not make any special limitation on this.

[0040] The rework area 1203 is the middle section, and its axial length corresponds to the deformation range of the oil pipeline 20 at this detection point where it exceeds the upper limit of the qualified range but has not yet reached the scrap threshold. When the tail of the floating detection pin 120 falls into this area, it indicates that the oil pipeline 20 has a repairable local deviation and needs to be returned to the upstream process for correction. This area can be marked with yellow or a light-colored ring formed by anodizing. This application embodiment does not make any special limitation on this.

[0041] The scrap zone 1204 is the section furthest from the installation end of the guide sleeve 122. Its axial length corresponds to the severely out-of-tolerance range of the oil pipe 20 at this detection point where it exceeds the maximum allowable deformation threshold. When the tail of the floating detection pin 120 falls into this area, it indicates that the oil pipe 20 has undergone irreversible plastic deformation or manufacturing defects and should be isolated and scrapped. This area can be marked with red or can be a warning ring formed by spraying a high-contrast fluorescent coating. This application embodiment does not make any special limitation on this.

[0042] All displacement sensors 121 are signal-connected to a data processing unit. This can refer to the output terminal of the displacement sensor 121 integrated at the tail of each floating detection pin 120 being led out to the outside of the detection cavity 110 via a shielded cable and connected to the same embedded data processing unit. The data processing unit includes an analog-to-digital conversion module, a microcontroller, non-volatile memory, and a communication interface. The analog-to-digital conversion module converts the analog voltage signal output by the displacement sensor 121 into a digital quantity according to a preset sampling rate. The microcontroller performs data filtering, zero-point calibration, unit conversion, and interval discrimination algorithms. The non-volatile memory is used to locally cache all displacement data, timestamps, and part number information for a single detection. The communication interface supports USB or RS485 protocols for uploading detection data to the workshop MES system. This data processing unit does not participate in the mechanical motion control during the detection process; it only undertakes signal acquisition, calculation, and storage functions.

[0043] Understandably, operators perform initial screening and classification based on the scale, and the data processing unit simultaneously generates electronic files. The two verify each other to avoid subjective misjudgment or data omission.

[0044] Specifically, after the fuel injector assembly 2 under test is clamped, the three floating detection pins 120, under the action of the elastic element 1220, respectively press against the three key bending feature surfaces of the fuel pipe 20. If the actual shape of the fuel pipe 20 is consistent with the standard specifications, the tails of the three floating detection pins 120 are all within the qualified area 1202 of their respective guide sleeves 122, and the three sets of displacement values ​​collected by the data processing unit fall within the preset qualified area 1202. If the tail of a certain floating detection pin 120 moves to the rework area 1203, the displacement value recorded by the corresponding channel of the data processing unit will exceed the qualified upper limit but not reach the scrap threshold. The system will display a rework prompt for the detection point on the local screen and mark the abnormal data separately. If the tail of a certain floating detection pin 120 falls into the scrap area 1204, the data processing unit will immediately stop subsequent acquisition, trigger an audible and visual alarm, and classify the detection record as a scrap batch.

[0045] Understandably, this embodiment features a three-segment tolerance scale on the floating detection pin 120 that strictly corresponds to the displacement of the floating detection pin 120. This allows operators to quickly, intuitively, and qualitatively assess the deformation state of the oil pipeline 20 without the need for measuring tools. Furthermore, all displacement sensors 121 at the tail are connected to the same data processing unit for automatic data acquisition and storage. All detection data can be fully recorded, stored long-term, and support subsequent quality backtracking and process analysis. In the above scheme, scale interpretation and data acquisition are performed simultaneously and mutually verify each other. This retains the efficiency and robustness of mechanical inspection tools while also possessing digital quality control capabilities, meeting the rigid requirements of the aerospace manufacturing and maintenance fields for visible, verifiable, and traceable inspection results.

[0046] Furthermore, the outer side of the detection chamber 110 is defined as the reference surface 1100. The positioning device 11 also includes a positioning block 111, a positioning pin 112 and a positioning clamp 113 disposed on the reference surface 1100. The positioning pin 112 matches the standard mounting hole on the mounting seat 23 of the fuel nozzle assembly 2, and the positioning clamp 113 is used to fix the mounting seat 23 during detection.

[0047] Specifically, the reference surface 1100 can refer to the planar reference defined on the outside of the detection chamber 110, used to simulate the flange contact surface of the fuel nozzle assembly 2 when it is actually installed in the engine combustion chamber; its normal direction is consistent with the normal direction of the fuel nozzle flange surface in the engine installation state, ensuring that the detection reference and the assembly reference are completely unified; the reference surface 1100 serves as the common reference surface of the entire detection device, not only supporting the positioning block 111, positioning pin 112 and positioning clamp 113, but also providing installation reference support for the fuel supply port detection unit 13 and the nozzle detection unit 14, so that the spatial positional relationship of each detection unit is established relative to the same physical reference, thereby eliminating the cumulative error introduced by multiple reference conversion.

[0048] Optionally, the positioning block 111 is detachably mounted on the reference surface 1100, achieving precise positioning and repeated assembly / disassembly through the dual constraints of the positioning pin 112 and the fastening bolt. Its structure can be adapted to the shape of the mounting base 23 of different models of fuel injector assemblies, for example, it can be an L-shaped support block, a T-shaped slider, or a floating block with an adjustment groove. The positioning pin 112 is used to form a hole-shaft fit with the standard mounting hole on the mounting base 23 of the fuel injector assembly 2, and the specific value can be set according to the mounting interface specification of the corresponding engine model. The positioning pin 112 is vertically fixed on the reference surface 1100, and its axis is parallel to the normal of the reference surface 1100. After it is inserted into the standard hole of the mounting base 23, it restricts the translational freedom of the mounting base 23 on the reference surface 1100, and together with the subsequent positioning clamp 113, it forms two point constraints in the six-point positioning system. The positioning clamp 113 is used to apply a vertical clamping force to the mounting base 23 during the testing process, further improving the stability of the test piece during testing and improving the testing accuracy.

[0049] Furthermore, the positioning clamp 113 includes a locking part 1130 and a clamping part 1131. The locking part 1130 is a toggle locking clamp. One end of the locking part 1130 is connected to the clamping part 1131. A protective pad 1132 is installed on the end of the clamping part 1131 that is close to the mounting base 23.

[0050] Specifically, by using a toggle clamp as the locking part 1130, a stable high clamping force can be obtained with a small operating force, and mechanical self-locking can be achieved, significantly shortening the single clamping time. An elastic gasket 1132 is provided at one end of the clamping part 1131 close to the mounting seat 23, which can avoid mechanical damage to the precision surface of the mounting seat 23 on the premise of ensuring the clamping reliability. The material, thickness and installation method of the gasket 1132 are all optional configurations, which are adapted to the surface state and tolerance fluctuations of different batches of fuel nozzle assemblies 2, improving the process robustness and on-site applicability of the detection device.

[0051] Further, please combine with Figures 10-11 , the positioning block 111 is detachably mounted on the reference surface 11000. A bevel 1110 is provided on the positioning block 111, and a fuel supply port detection unit 13 is mounted on the bevel 1110. The fuel supply port detection unit 13 includes a fuel supply port detection sleeve 130 penetrating through the positioning block 111, and a fuel supply port detection pin 131 slidably sleeved inside the fuel supply port detection sleeve 130. The length of the fuel supply port detection pin 131 is less than the length of the fuel supply port detection sleeve 130.

[0052] Specifically, the angle of the bevel 1110 provided on the positioning block 111 is designed according to the spatial angle between the axis of the fuel supply port 21 and the mounting flange surface, usually 15°-30°, to match the inclined installation characteristics of the fuel supply port 21 of typical aviation fuel nozzles.

[0053] The fuel supply port detection sleeve 130 penetrates through the main body of the positioning block 111 along the normal direction of the bevel 1110. The axial direction of the fuel supply port detection sleeve 130 is consistent with the theoretical direction of the center line of the fuel supply port 21 of the fuel nozzle, which is used to guide the accurate insertion of the fuel supply port 21 and perform a go / no-go gauge type judgment on its radial position tolerance. The length of the fuel supply port detection pin 131 being less than the length of the fuel supply port detection sleeve 130 can mean that the axial dimensions of the two satisfy the relationship of L1 < L2, where L1 is the effective working length of the fuel supply port detection pin 131 (i.e., the exposed section length participating in the axial position determination), and L2 is the overall axial length of the fuel supply port detection sleeve 130. This dimensional relationship enables that when the fuel supply port detection pin 131 abuts against the end face of the fuel supply port 21, the other end of it is still inside the fuel supply port detection sleeve 130 and can be exposed within the axial length defined by the first notch 1302, so as to visually read the position of its end face relative to the first notch 1302 and achieve a quantitative determination of the axial position tolerance of the fuel supply port 21.

[0054] It can be understood that the positioning block 111 is detachably mounted on the reference surface 1100, which can be quickly replaced to adapt to the installation interface differences of different models of fuel nozzles. By using the detection method of the sleeve and the sliding pin shaft, the qualified determination of the position tolerance of the fuel supply port 21 can be quickly achieved, improving the overall detection efficiency.

[0055] Furthermore, one end of the fuel supply port detection sleeve 130 is provided with a first step 1300, and a first observation window 1301 is opened on the side of the first step 1300; the other end of the fuel supply port detection sleeve 130 is provided with a first notch 1302, and the inner diameter of the part of the fuel supply port detection sleeve 130 with the first step 1300 is larger than the inner diameter of the rest of the fuel supply port detection sleeve 130.

[0056] Specifically, the first step 1300 can refer to the axially widened structure of the fuel supply port detection sleeve 130 near the insertion end of the fuel supply port 21. Its function is to form an enlarged diameter area for accommodating the head of the fuel supply port detection pin 131. The axial length of the first step 1300 is determined according to the model of the fuel nozzle assembly 2 to be tested and the production tolerance specifications. This application embodiment does not limit it here. Understandably, the first step 1300 serves as the expansion zone for accommodating the fuel inlet 21. Its diameter and length are set according to the standard fuel nozzle components. Whether the fuel inlet 21 can smoothly enter the preset depth of the fuel inlet detection sleeve 130 is an important condition for evaluating whether the parts are qualified.

[0057] The first observation window 1301 is a rectangular through hole, or a waist-shaped hole or a circular observation hole, opened on the side wall of the first step 1300. Through the first observation window, the operator can directly observe the fit between the outer circle of the oil supply port 21 and the inner wall of the detection sleeve, as well as the contact with the detection pin 131 of the oil supply port, and judge whether there is tilting, jamming or local interference.

[0058] Optionally, the first notch 1302 can refer to an circumferential groove or axial cut located at the end edge of the oil supply port detection sleeve 130 away from the insertion end of the oil supply port 21. Its function is to serve as a limit marker for the end point of the axial travel of the oil supply port detection pin 131. When the detection pin is pressed against the end face of the oil supply port 21, its tail end face falls within the axial projection range of the first notch 1302, which indicates that the axial position is qualified. The axial depth of the first notch 1302 can be set according to the tolerance bandwidth, for example, 0.3mm-0.8mm, and the width is 1.5mm-3mm. The first notch 1302 and the main body of the oil supply port detection sleeve 130 are transitioned by a chamfer or a small arc to prevent burrs from affecting the reset of the detection pin. It and the first step 1300 are located at the two ends of the sleeve, respectively, and together define the effective movement range of the detection pin. The first step 1300 provides initial guidance and head accommodation, and provides a radial judgment reference. The first notch 1302 provides the final axial judgment reference.

[0059] Specifically, in actual testing, after positioning and clamping the fuel injector assembly 2 to be tested as described above, the operator pushes the fuel inlet testing sleeve 130 forward along the guide seat, so that the end of the fuel inlet 21 enters the first step 1300 section of the sleeve. At this time, through the first observation window 1301, it can be clearly observed whether the outer circle of the fuel inlet 21 enters smoothly and whether there is any one-sided squeezing or skew. After confirming that there is no abnormality in radial insertion, the fuel inlet testing pin 131 is inserted from the other end of the sleeve until its front end abuts against the end face of the fuel inlet 21. At this time, it is observed whether the end face of the fuel inlet testing pin 131 falls completely within the axial contour range of the first notch 1302. If it falls in, it indicates that the axial position of the fuel inlet 21 is within the acceptable tolerance zone. After the test is completed, the testing sleeve and the testing pin are retracted and reset synchronously to prepare for the next round of testing.

[0060] Furthermore, a nozzle detection unit 14 is provided on the side wall of the detection cavity 110. The nozzle detection unit 14 includes a nozzle detection sleeve 140 passing through the side wall of the detection cavity 110, and a nozzle detection pin 141 slidably sleeved in the nozzle detection sleeve 140. The length of the nozzle detection pin 141 is less than the length of the nozzle detection sleeve 140. One end of the nozzle detection sleeve 140 is provided with a second step 1400, and a second observation window 1401 is opened on the side of the second step 1400. The other end of the nozzle detection sleeve 140 is provided with a second notch 1402. The inner diameter of the part of the nozzle detection sleeve 140 with the second step 1400 is greater than the inner diameter of the rest of the nozzle detection sleeve 140.

[0061] It is understandable that the detection logic and detection component structure of the nozzle detection unit 14 are similar to those of the fuel supply detection unit 13; its second step 1400 and second notch 1402 are specifically set according to the specifications and tolerances of the nozzle 22 standard parts, and their beneficial effects are similar to those of the fuel supply detection unit 13 mentioned above, so they will not be repeated here.

[0062] Please refer to Figure 12 Another embodiment of the present invention provides a method for testing using the aircraft engine fuel nozzle assembly testing device described in the foregoing embodiments, comprising the following steps: S1. Place the testing device on a flat workbench, install the standard sample on the testing device, and operate the positioning device, oil pipe testing unit, oil supply port testing unit and nozzle testing unit in sequence to calibrate the testing device. Specifically, the standard sample can be a fuel nozzle assembly of the same model that has passed full-dimensional verification by a coordinate measuring machine, with its geometric features located at the center of the design tolerance zone, serving as the physical benchmark for the zero point and traceability of the testing system; The calibration process specifically includes: confirming that the clamping force of the positioning clamp is stable, that the floating detection pin has no jamming during its contact stroke, that the insertion resistance of the oil supply / nozzle detection sleeve meets the preset threshold, and that the baseline of the displacement sensor output signal is zero and responds within the linear range; Optionally, this application may, for example, adjust the position of the positioning block and the compression amount of the pre-compression elastic element of the guide sleeve based on the known geometric reference of the standard sample, so that the displacement sensor readings of each floating detection pin fall into a preset calibration range when they abut against the corresponding curved surface of the standard oil pipe; this application may also, for example, adjust the insertion depth of the oil supply port detection pin and the nozzle detection pin according to the position of the oil supply port and nozzle end face of the standard sample, so that the visible height difference between the first notch and the second notch falls within the calibration mark band; further, this application may, based on the assembly posture of the standard sample in the detection cavity, fine-tune the perpendicularity and parallelism between the positioning pin and the reference surface, so that the repeatability error of the positioning device is ≤0.02mm. This application obtains the consistency and reproducibility of the initial state of the detection system based on any of the above methods, so as to provide a reliable reference for the subsequent detection of the test piece.

[0063] For example, this application may involve attaching a standard fuel nozzle assembly, which has been confirmed to be qualified by coordinate measuring machine, to the reference surface of the positioning device with its mounting base, aligning the mounting hole with the positioning pin, inserting it, and then clamping it by pulling the toggle lever locking clamp; then pushing two ball-head floating detection pins and one cylindrical floating detection pin so that their front spherical or cylindrical surfaces respectively align with the three key curved surfaces of the standard fuel delivery pipe, at which point the output values ​​of the three displacement sensors are all stable within ±0.01mm; then inserting the fuel supply port into the fuel supply port detection sleeve and observing whether it is smoothly positioned in the first observation window; similarly completing the nozzle insertion and second observation window confirmation; finally, inserting the fuel supply port detection pin and the nozzle detection pin from the other end of the sleeve until they are pressed against the end face, visually confirming that their exposed end faces are located within the middle scale segment between the first notch and the second notch; after all actions are completed, the data processing unit records the initial zero point of each sensor and locks the current parameter group into the calibration state.

[0064] S2, If the calibration is qualified, remove the standard sample; place the mounting base of the fuel nozzle assembly to be tested against the reference surface, align it with the positioning pin, and then move the positioning clamp to clamp and fix it. Specifically, based on the principle of one-sided two-pin positioning formed by the reference surface and the locating pin, the mounting flange surface of the fuel nozzle assembly under test is made to fit completely with the reference surface, and the two mounting holes are respectively fitted with two locating pins, thereby determining its spatial orientation. For example, this application can also use the self-increasing force mechanism of the toggle locking clamp to achieve a smooth increase in clamping force to the set threshold during the operation of the handle, and there is no rebound after clamping. Furthermore, this application can also use the elastic deformation of the protective pad to compensate for the slight local warping of the mounting seat, ensuring that there is no gap between the flange surface and the reference surface under clamping conditions. Based on any of the above methods, this application obtains high repeatability, stress-free operation, and accurate positioning of the test piece in the testing device, providing geometric reference guarantee for subsequent tests.

[0065] S3, insert the oil supply port and nozzle into the oil supply port detection sleeve and nozzle detection sleeve respectively, and observe the first observation window and the second observation window at the same time. If the oil supply port and nozzle can be smoothly and completely inserted to the specified depth, it indicates that the radial position of the oil supply port and nozzle is qualified. Specifically, smooth and complete insertion to the specified depth means that, under normal thrust conditions and without applying additional external force, the end of the oil supply port / nozzle reaches the inner limit step surface of the sleeve, and the outer circumferential contour of the oil supply port / nozzle is complete and unobstructed in the first / second observation window; Specifically, in this step, the operator holds both ends of the fuel injector assembly with both hands and slowly pushes the fuel inlet into the fuel inlet detection sleeve. At the same time, the operator observes through the first observation window. When the outer circle of the fuel inlet is completely in the field of view and the edge is clear and continuous, it is considered to be inserted in place. Then, the nozzle is pushed into the nozzle detection sleeve, and its outer circle is confirmed to be completely visible through the second observation window. Since both the fuel inlet detection sleeve and the nozzle detection sleeve are made according to the dimensions of the standard sample, if there is no jamming, scratching, or need for additional force during the entire process, the radial position of the fuel inlet and nozzle to be tested is deemed to be qualified.

[0066] S4. Insert the fuel inlet detection pin and the nozzle detection pin into the fuel inlet detection sleeve and the nozzle detection sleeve from the other end, respectively, until they are pressed against the fuel inlet end face and the nozzle end face; if the other end faces of the fuel inlet detection pin and the nozzle detection pin are located within the axial length range of the first notch and the second notch, respectively, it indicates that the axial position of the fuel inlet and the nozzle is qualified. Specifically, this step is based on the axial sliding characteristics of the oil supply port detection pin and the nozzle detection pin in the sleeve, using end face contact as the trigger condition, to convert the axial position deviation into a change in the length of the exposed section of the pin; further, through the visible boundary of the first notch and the second notch, it directly reads whether the exposed length of the pin falls within the qualified range, thus realizing a quantitative visual judgment of the axial position.

[0067] Specifically, in actual testing, after the fuel inlet and nozzle are radially inserted, take two fuel inlet detection pins and nozzle detection pins, and insert them from the ends of the fuel inlet detection sleeve and nozzle detection sleeve away from the observation window, respectively; slowly push them in until you feel obvious resistance (i.e., the front end of the pin contacts the end face of the fuel inlet / nozzle), and stop applying force; at this time, observe the exposed end face of the pin at the first notch - if it is located between the upper and lower edges of the notch and does not exceed it significantly, the axial position of the fuel inlet is qualified; similarly, confirm the exposed length of the nozzle detection pin at the second notch, and if both meet the requirements, the axial position is judged to be qualified.

[0068] S5, observe the tolerance scale position of the floating detection pins in each guide sleeve, and manually screen out qualified parts; at the same time, the data processing unit automatically collects and stores the oil pipeline inspection data; Specifically, the outer wall of the guide sleeve is marked with a three-segment tolerance scale, which refers to the qualified area, the repair area and the scrap area defined in this application. The three are arranged in sequence along the axial direction of the guide sleeve, corresponding to the allowable deviation range of the key bending feature surface of the oil pipeline.

[0069] Optionally, this application may, for example, allow the operator to visually compare and determine the current detection status range based on the relative positional relationship between the scale on the outer wall of the guide sleeve and the indicator ring at the tail of the floating detection pin; this application may also, for example, use a displacement sensor to output a voltage signal in real time, which is then converted into a micrometer-level displacement value by a data processing unit and mapped to a three-level classification label of qualified / rework / scrap according to a preset algorithm; furthermore, this application may also package and store the time-synchronized sampling data (sampling rate ≥100Hz), detection time, and workpiece number of the three displacement sensors in a single detection into a CSV format file, supporting subsequent batch analysis and SPC statistics.

[0070] In actual testing, three floating detection pins, driven by elastic elements, abut against three key bending surfaces of the oil pipeline under test, with their tails sliding within the guide sleeves as the displacement changes. The operator looks down at the outer wall of each guide sleeve to confirm that the three indicator rings are all within the qualified scale zone. At the same time, the data processing unit interface displays three real-time displacement curves and automatically saves them to the local memory for subsequent data backtracking and production summary.

[0071] S6. After the test is completed, reset all test units, release the positioning clamps, and remove the tested fuel injector assembly.

[0072] Specifically, after the test is completed, the operator pulls out the two fuel inlet test pins and the nozzle test pin in sequence, and gently pushes the tail of the three floating test pins to retract them into the guide sleeve until the indicator ring returns to the starting scale; then, the toggle locking caliper handle is pulled in the opposite direction, the clamping part opens under the action of the spring, and the protective pad is removed from the mounting seat; finally, the fuel nozzle assembly is held firmly with both hands and lifted vertically upwards to disengage its mounting hole from the positioning pin and remove it smoothly.

[0073] Understandably, this embodiment establishes a system benchmark through S1 calibration, establishes the pose of the object under test through S2 clamping, completes the radial / axial positional dual-dimensional detection of the fuel inlet and nozzle in steps S3 and S4, simultaneously realizes manual interpretation of the fuel pipe shape and automatic data acquisition in S5, and ensures the sustainability of the process through closed-loop reset in S6. There are clear input-output dependencies between each step: S1 outputs calibration parameters as a prerequisite for the operation of S2–S5; S2 outputs a stable clamping state as a geometric benchmark for S3–S5; S3 outputs a radial qualified signal as a prerequisite for the execution of S4; S4 outputs an axial qualified signal as a collaborative trigger for the start of S5; the detection data output by S5 and the manual interpretation conclusion together constitute the final judgment basis; S6 then takes over the state reset after all detection actions are completed. This method does not rely on external measuring equipment and software platforms, and the entire process can be completed within ≤30 seconds. It is suitable for rapid on-site screening in aviation maintenance workshops and online full inspection scenarios at the engine assembly line, effectively solving the core pain points of existing technologies such as low detection efficiency, strong human interference, and untraceable data.

[0074] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0075] Furthermore, it should be noted that the scope of the methods and apparatus in the embodiments of this application is not limited to performing functions in the order shown or discussed, but may also include performing functions substantially simultaneously or in the reverse order, depending on the functions involved. For example, the described methods may be performed in a different order than described, and various steps may be added, omitted, or combined. In addition, features described with reference to certain examples may be combined in other examples.

[0076] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A testing device for an aircraft engine fuel nozzle assembly, comprising a base device and a positioning device fixed on the base device, wherein the positioning device is configured to position and clamp the fuel nozzle assembly to be tested using the actual mounting flange surface of the fuel nozzle assembly as a reference, the fuel nozzle assembly comprising a fuel supply pipe and a fuel inlet and a nozzle connected to both ends of the fuel supply pipe, characterized in that, It also includes an oil pipe detection unit. The base device is provided with a detection chamber to simulate the environment of an engine combustion chamber unit. During detection, the oil pipe and nozzle are installed in the detection chamber. The oil pipe detection unit is fixed to the side wall of the detection chamber and corresponds to the key bending feature position of the standard specification oil pipe. The oil pipe detection unit includes at least three floating detection pins disposed on different sides of the detection chamber. Each floating detection pin has a displacement sensor integrated at its tail. The floating detection pins penetrate the side wall of the detection chamber and can slide along the guide direction and abut against the corresponding detection surface of the oil pipe to be tested.

2. The aircraft engine fuel nozzle assembly testing device according to claim 1, characterized in that, The oil pipeline detection unit includes two ball-head floating detection pins and one cylindrical floating detection pin, which correspond to the three key bending feature surfaces of the oil pipeline, respectively. The floating detection pins are inserted through guide sleeves into the side wall of the detection cavity. An elastic element is pre-pressed inside the guide sleeve, and the elastic element provides a constant detection resistance force for the floating detection pins.

3. The aircraft engine fuel nozzle assembly testing device according to claim 2, characterized in that, The floating detection pin is marked with a three-segment tolerance scale on the part outside the detection cavity, corresponding to the qualified area, the rework area and the scrap area respectively; all the displacement sensors are signal connected to a data processing unit for collecting and storing detection data.

4. The aircraft engine fuel nozzle assembly testing device according to claim 1, characterized in that, The outer surface of the detection chamber is defined as a reference surface. The positioning device includes a positioning block, a positioning pin, and a positioning clamp disposed on the reference surface. The positioning pin matches a standard mounting hole on the mounting base of the fuel injector assembly. The positioning clamp is used to fix the mounting base during detection.

5. The aircraft engine fuel nozzle assembly testing device according to claim 4, characterized in that, The positioning clamp includes a locking part and a clamping part. The locking part is a toggle locking clamp. One end of the locking part is connected to the clamping part, and a protective pad is installed on the end of the clamping part that is close to the mounting base.

6. The aircraft engine fuel nozzle assembly testing device according to claim 4, characterized in that, The positioning block is detachably mounted on the reference surface. The positioning block has an inclined surface, and an oil supply port detection unit is mounted on the inclined surface. The oil supply port detection unit includes an oil supply port detection sleeve that passes through the positioning block and an oil supply port detection pin that is slidably fitted inside the oil supply port detection sleeve. The length of the oil supply port detection pin is less than the length of the oil supply port detection sleeve.

7. The aircraft engine fuel nozzle assembly testing device according to claim 6, characterized in that, One end of the oil supply port detection sleeve is provided with a first step, and a first observation window is provided on the side of the first step; the other end of the oil supply port detection sleeve is provided with a first notch, and the inner diameter of the part of the oil supply port detection sleeve with the first step is larger than the inner diameter of the rest of the oil supply port detection sleeve.

8. The aircraft engine fuel nozzle assembly testing device according to claim 1, characterized in that, The side wall of the detection chamber is provided with a nozzle detection unit. The nozzle detection unit includes a nozzle detection sleeve that passes through the side wall of the detection chamber and a nozzle detection pin that is slidably sleeved in the nozzle detection sleeve. The length of the nozzle detection pin is less than the length of the nozzle detection sleeve.

9. The aircraft engine fuel nozzle assembly testing device according to claim 8, characterized in that, One end of the nozzle detection sleeve is provided with a second step, and a second observation window is provided on the side of the second step; the other end of the nozzle detection sleeve is provided with a second notch, and the inner diameter of the part of the nozzle detection sleeve with the second step is larger than the inner diameter of the rest of the nozzle detection sleeve.

10. A method for testing an aircraft engine fuel nozzle assembly, comprising using the testing device as described in any one of claims 1-9, characterized in that, Includes the following steps: S1, Place the testing device on a flat workbench, install the standard sample on the testing device, and operate the positioning device, oil pipe testing unit, oil supply port testing unit and nozzle testing unit in sequence to calibrate the testing device; S2, If the calibration is qualified, remove the standard sample; place the mounting base of the fuel nozzle assembly to be tested against the reference surface, align it with the positioning pin, and then move the positioning clamp to clamp and fix it. S3, insert the oil supply port and nozzle into the oil supply port detection sleeve and nozzle detection sleeve respectively, and observe the first observation window and the second observation window at the same time. If the oil supply port and nozzle can be smoothly and completely inserted to the specified depth, it indicates that the radial position of the oil supply port and nozzle is qualified. S4. Insert the fuel inlet detection pin and the nozzle detection pin into the fuel inlet detection sleeve and the nozzle detection sleeve from the other end, respectively, until they are pressed against the fuel inlet end face and the nozzle end face; if the other end faces of the fuel inlet detection pin and the nozzle detection pin are located within the axial length range of the first notch and the second notch, respectively, it indicates that the axial position of the fuel inlet and the nozzle is qualified. S5, observe the tolerance scale position of the floating detection pins in each guide sleeve, and manually screen out qualified parts; at the same time, the data processing unit automatically collects and stores the oil pipeline inspection data; S6. After the test is completed, reset all test units, release the positioning clamps, and remove the tested fuel injector assembly.

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