Novel aircraft motor airtightness testing device

Abstract

A novel aircraft motor airtightness testing device comprises a first sealing tank and a second sealing tank which are in sealing connection through a connecting valve. When the connecting valve is opened, the first sealing tank is communicated with the second sealing tank, and when the connecting valve is closed, the first sealing tank is separated from the second sealing tank. The first sealing tank is communicated with an external air source through an air pipe and an air inlet valve on the air pipe, and a first barometer is arranged on the first sealing tank. The second sealing tank is in sealing connection with the motor body through a sealing surface tool of the motor, so that the motor input shaft oil seal is positioned in a cavity of the second sealing tank; and a second barometer is arranged on the second sealing tank. According to the aircraft motor airtightness testing device, the second sealing tank and the second barometer are added to effectively test the airtightness between the input shaft oil seal and the motor body, the manufacturing cost is low, the operation is simple, and the accuracy is high.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft ground maintenance equipment, in particular to a novel aircraft motor airtightness testing device. Background Art

[0002] An input shaft is installed in the aircraft motor, and an oil seal is installed on the input shaft. The airtightness test of the aircraft motor usually includes the airtightness test of the motor body and the airtightness test of the input shaft oil seal.

[0003] In the past, a set of reference conventional motor air tightness test devices provided in the manual of the aircraft manufacturer was usually used to test the input shaft oil seal. The conventional motor air tightness test device and its test method are as follows: after the input shaft oil seal 200 is installed on the motor 100, a sealing tank 300 is set to be sealed and connected with the motor 100 at the sealing surface tooling 400, and the input shaft oil seal 200 is built into the cavity of the sealing tank 300. At this time, the input shaft oil seal 200 is sealed and connected with the cavity of the motor 100 through the sealing surface tooling 400, and the sealing tank 300 is also sealed and connected with the cavity of the motor 100. A pressure gauge 301 is set on the sealing tank 300, and the sealing tank 300 is connected to the external air source 600 of the positive input through the air pipe and the air pressure valve 500 on the air pipe. During the test, after the external air source 600 inflates and pressurizes the sealing tank 300 to a predetermined gauge value, the air pressure valve 500 is closed, and the input shaft oil seal 200 is judged to be sealed intact by observing the change of the predetermined gauge value of the air pressure gauge 301 within a predetermined time.

[0004] The conventional motor air tightness test device and test method have the following defects: when the input shaft oil seal 200 is not installed properly (large gap), the input shaft oil seal 200 and the motor 100 cavity are in a connected state, resulting in a large amount of air in the sealing tank 300 flowing directly and quickly into the motor 100 cavity, while the sealing tank 300 and the motor 100 cavity are in a sealed state, resulting in the air pressure gauge 301 on the sealing tank 300 not changing within a predetermined time. This makes it easy for testers to mistakenly believe that the input shaft oil seal 200 and the motor 100 cavity are also sealed, which directly leads to inaccurate sealing test of the input shaft oil seal 200. Utility Model Content

[0005] In view of the deficiencies in the prior art, the utility model provides a novel aircraft motor airtightness testing device to overcome the deficiencies in the prior art.

[0006] In order to achieve the above objectives, the present invention is implemented through the following technical solutions:

[0007] A novel aircraft motor airtightness test device comprises a first sealed tank and a second sealed tank which are sealed and connected via a connecting valve; when the connecting valve is opened, the first sealed tank and the second sealed tank are connected, and when the connecting valve is closed, the first sealed tank and the second sealed tank are separated;

[0008] The first sealed tank is connected to an external gas source through an air pipe and an air inlet valve on the air pipe, and a first air pressure gauge is provided on the first sealed tank;

[0009] The second sealing pot is sealed and connected to the motor body through the sealing surface tooling of the motor, so that the motor input shaft oil seal is located in the cavity of the second sealing pot; the second sealing pot is provided with a second air pressure gauge.

[0010] Preferably, the table value range of the first barometer and the second barometer is 0 to 30 inHg.

[0011] Preferably, the valve core knob of the connecting valve is externally located.

[0012] Preferably, the cavity volume of the first sealed can is at least twice the cavity volume of the second sealed can.

[0013] Compared with the prior art, the beneficial effects of the utility model are as follows: a new aircraft motor airtightness testing device in this case effectively tests the sealing between the input shaft oil seal and the motor body by adding a second sealing tank and a second pressure gauge, has low manufacturing cost, simple operation, high accuracy, and avoids misjudgment.

[0014] In order to more clearly understand the present invention, the following will describe the preferred implementation modes of the present invention in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a structural schematic diagram of a conventional motor air tightness test device in the background technology;

[0016] Figure 2 It is a schematic diagram of the structure of the utility model;

[0017] Figure 3 This is a reference diagram for the use status in the present utility model.

[0018] Figure ID:

[0019] 1-connecting valve, 2-first sealing tank, 3-second sealing tank, 4-external air source; 21-air pipe, 22-intake valve, 23-first pressure gauge; 31-second pressure gauge; 100-motor, 200-input shaft oil seal, 300-sealing tank, 301-pressure gauge, 400-sealing surface tooling, 500-air pressure valve, 600-external air source. DETAILED DESCRIPTION

[0020] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0021] In addition, if there are terms such as "first" and "second", they are only used for descriptive purposes, mainly to distinguish different devices, elements or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance and quantity of the indicated devices, elements or components, and cannot be understood as indicating or implying relative importance.

[0022] In addition, it should be noted that, unless otherwise clearly stipulated and limited, the terms "installed", "provided with", "mounted / connected", "connected", etc. should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal connection of two components; for ordinary technicians in this field, the specific meanings of the above terms in the utility model can be understood according to specific circumstances.

[0023] Please also see Figure 1-3 The utility model provides a novel aircraft motor airtightness testing device, comprising a first sealed tank 2 and a second sealed tank 3 which are sealed and connected via a connecting valve 1; when the connecting valve 1 is opened, the first sealed tank 2 and the second sealed tank 3 are connected, and when the connecting valve 1 is closed, the first sealed tank 2 and the second sealed tank 3 are separated.

[0024] The first sealed tank 2 is connected to the external gas source 4 through the gas pipe 21 and the gas inlet valve 22 on the gas pipe 21 , and a first air pressure gauge 23 is provided on the first sealed tank 2 .

[0025] The second sealing pot 3 is sealed and connected to the motor 100 body via the sealing surface tooling 400 of the motor, so that the motor input shaft oil seal 200 is located in the cavity of the second sealing pot 3 ; the second sealing pot 3 is provided with a second barometer 31 .

[0026] Preferably, in this embodiment, the valve core knob of the connecting valve 1 is externally arranged to facilitate opening and closing the connecting valve 1 from outside the device.

[0027] Preferably, in this embodiment, the table value range of the first barometer 23 and the second barometer 31 is 0 to 30 inHg (inHg is the British unit of pressure).

[0028] Preferably, in this embodiment, the cavity volume of the first sealed can 2 is at least twice the cavity volume of the second sealed can 3 .

[0029] Working principle:

[0030] When measuring the sealing performance of the input shaft oil seal, close the connecting valve 1, open the air inlet valve 22, and open the external air source 4 to supply pressure to the first sealed tank 2; when the pressure of the first sealed tank 2 reaches the required predetermined pressure, close the air inlet valve 22, at which time the pressure of the first air pressure gauge 23 is within the test predetermined pressure range, and the second air pressure gauge 31 has no pressure. Then, open the connecting valve 1 to connect the first sealed tank 2 with the second sealed tank 3.

[0031] Under normal sealing conditions, the first sealing tank 2, the second sealing tank 3 and the input shaft oil seal form a sealed state and are not connected to the motor cavity. The pressure of the second air pressure gauge 31 increases, and the pressure of the first air pressure gauge 23 decreases (because the volume of the second sealing tank 3 is much larger than the volume of the first sealing tank 2, the first air pressure gauge 23 will have a "small value change") until the pressures of the two are equal. Then, according to the requirements of the manufacturer's maintenance manual, the static test is carried out for a predetermined period of time. If the pressures of the first air pressure gauge 23 and the second air pressure gauge 31 remain basically unchanged, it is determined whether there is leakage in the motor input shaft oil seal.

[0032] If the input shaft oil seal is not installed properly with a large gap, the input shaft oil seal 200 and the motor cavity 100 are in a connected state. Then at the moment of opening the connecting valve 1, the pressure of the first pressure gauge 23 and the second pressure gauge 31 will have a "large numerical change". In this way, the input shaft oil seal and the motor cavity are not sealed through the first pressure gauge 23 and the second pressure gauge 31 and the change in the table values.

[0033] Compared with the prior art, a new aircraft motor air tightness testing device in this case effectively tests the sealing between the input shaft oil seal and the motor body by adding a second sealing tank and a second pressure gauge. It has low manufacturing cost, simple operation, high accuracy, and avoids misjudgment.

[0034] The above-mentioned embodiments only express several implementation methods of the utility model, and the description is relatively specific and detailed, but it cannot be understood as limiting the scope of the utility model patent. It should be pointed out that for ordinary technicians in this field, several modifications and improvements can be made without departing from the concept of the utility model, which all belong to the protection scope of the utility model.

Claims

1. A new type of aircraft motor airtightness test device, characterized by: The invention comprises a first sealed tank (2) and a second sealed tank (3) which are sealedly connected via a connecting valve (1); when the connecting valve (1) is opened, the first sealed tank (2) and the second sealed tank (3) are connected; when the connecting valve (1) is closed, the first sealed tank (2) and the second sealed tank (3) are isolated; The first sealed tank (2) is connected to an external gas source (4) via an air pipe (21) and an air inlet valve (22) on the air pipe (21), and a first air pressure gauge (23) is provided on the first sealed tank (2); The second sealing pot (3) is sealedly connected to the motor (100) body via the motor sealing surface tooling (400), so that the motor input shaft oil seal (200) is located in the cavity of the second sealing pot (3); the second sealing pot (3) is provided with a second air pressure gauge (31).

2. A novel aircraft motor airtightness test device according to claim 1, characterized in that: The table value range of the first air pressure gauge (23) and the second air pressure gauge (31) is 0 to 30 inHg.

3. A novel aircraft motor airtightness test device according to claim 1, characterized in that: The valve core knob of the connecting valve (1) is externally arranged.

4. A novel aircraft motor airtightness test device according to claim 1, characterized in that: The cavity volume of the first sealed can (2) is at least twice the cavity volume of the second sealed can (3).

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