Performance detection device for rotating speed sensor of aircraft engine
By providing an aircraft engine speed sensor performance detection device that can simulate the operating state of the aircraft engine, the problem of the mismatch between the existing detection tools and the operating state of the aircraft engine is solved, and effective detection and evaluation of the performance of the rotational speed sensor is achieved.
Patent Information
- Application Number
- CN202421729167.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-22
- Publication Date
- 2025-05-23
- Estimated Expiration
- 2034-07-22
AI Technical Summary
There is a lack of suitable detection tools for the functional testing and detection of aircraft engine speed sensors in the current Overhaul stage, and there is a difference in the detection environment of existing detection tools and the environmental matching of aircraft engines under the operating state.
An aircraft engine speed sensor performance detection device is provided, the device includes a test bench, a test mechanism and a first power source. The test mechanism includes a gear installation system and a test aircraft engine speed sensor installation system, which can simulate the working environment of the aircraft engine speed sensor and detect multiple aircraft engine speed sensors simultaneously.
Through the detection device that simulates the operating status of the aircraft engine, the performance of the speed sensor can be effectively detected, ensuring its stability and accuracy in a high-speed environment, thereby avoiding faults caused by mismatch in the detection environment.
Smart Images
Figure CN222896182U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the field of aviation testing, in particular to a performance detection device for an aircraft engine speed sensor. Background Art
[0002] The speed sensor of an aircraft engine detects the speed under the condition of high-speed gear operation for a long time. The normal operating speed of some aircraft engines is 48800RPM. The speed sensor of such aircraft engines needs to monitor the engine speed during the operation cycle to ensure that the aircraft engine operates within the normal speed. The speed sensor is installed inside the aircraft engine gearbox. Because its working environment contains a large number of high-speed running gears, the gears are prone to generate metal debris under the condition of long-term high-speed meshing operation. The flying metal debris is easy to damage the measuring tip and housing of the speed sensor, which may cause failure of the speed sensor, data transmission errors and other faults. In order to ensure the functionality of the speed sensor, it is necessary to simulate the normal operating speed of the aircraft engine and perform functional tests on it during the Overhaul (maintenance) stage of the aircraft engine entering the factory.
[0003] There is a lack of suitable testing tools for the functional testing of aircraft engine speed sensors in the overhaul stage. The testing environment of existing testing tools for aircraft engine speed sensors is not compatible with the environment under the working state of the aircraft engine. Utility Model Content
[0004] In view of the defects in the background technology, the utility model provides an aircraft engine speed sensor performance detection device, which can simulate the working environment of the aircraft engine speed sensor and can detect multiple aircraft engine speed sensors at the same time.
[0005] The technical scheme is: an aircraft engine speed sensor performance detection device, comprising a test bench, a test mechanism and a first power source, the test mechanism and the first power source are respectively installed on the test bench, the test mechanism comprises a gear installation system and a tested aircraft engine speed sensor installation system, the gear installation system comprises two gear bearing seats, a first gear and a first shaft, the tested aircraft engine speed sensor installation system comprises a tested aircraft engine speed sensor installation cover and at least one tested aircraft engine speed sensor, the tested aircraft engine speed sensor installation system also comprises at least one speed sensor displacement mechanism, the speed sensor displacement mechanism is installed on the tested aircraft engine speed sensor installation cover, and one tested aircraft engine speed sensor is installed on one speed sensor displacement mechanism; the speed sensor displacement mechanism comprises a displacement mechanism mounting frame, a second power source and a sliding frame, the displacement mechanism mounting frame has two straight guide bars, the tested aircraft engine speed sensor is located between the two straight guide bars, the sliding frame has two sliders, the two sliders are respectively matched with a straight guide bar, and the first gear is the tested gear.
[0006] Preferably, the speed sensor displacement mechanism also includes a sensor sleeve, in which the speed sensor of the engine of the aircraft under test is fixed, a speed sensor through hole is opened in the middle position of the sliding frame, the lower end of the speed sensor of the engine of the aircraft under test passes through the speed sensor through hole, and the output shaft of the second power source is connected to the sliding frame.
[0007] Preferably, the gear to be measured is an involute gear, or / and a rectangular tooth gear, or / and a severely worn gear, or / and a gear with broken teeth.
[0008] Preferably, the number of the speed sensor displacement mechanisms is thirty to fifteen.
[0009] Preferably, the speed sensor displacement mechanism also includes a third power source, the third power source is provided with a second gear, the tail end of the second power source is provided with a third gear, the second gear is meshed with the third gear, two parallel side plates are provided on the sensor sleeve, a push ring is fixed on the output shaft of the second power source, the two parallel side plates add the front end of the output shaft of the second power source in the middle, and a tooth row is provided from top to bottom on the contact surface between one side plate and the front end of the output shaft of the second power source, and the tooth row is meshed with the front end of the output shaft of the second power source.
[0010] Preferably, the engine speed sensor mounting cover of the tested aircraft is provided with two circumferential arc segments, the two circumferential arc segments are centered on the first axis, and the two circumferential arc segments are respectively located at the front end and the rear end of the engine speed sensor mounting cover of the tested aircraft, and the speed sensor displacement mechanism also includes a fourth power source, and a fourth gear is connected to the output shaft of the fourth power source, and the output shaft of the fourth power source is parallel to the first axis, a displacement mechanism mounting frame placement section is provided on the inner side of the circumferential arc segment, and a circumferential tooth segment meshing with the fourth gear is provided on the outer side.
[0011] Preferably, the first power source is a motor, the second power source is a motor, the third power source is a motor, and the fourth power source is a motor.
[0012] Preferably, the speed sensor displacement mechanism further comprises a locking structure, which is mounted on a displacement mechanism mounting frame, and a plurality of circumferential locking openings are provided on a mounting cover of the engine speed sensor of the tested aircraft, and the locking structure cooperates with the circumferential locking openings.
[0013] Beneficial effects:
[0014] The utility model can switch the gear to be measured by moving the engine speed sensor of the tested aircraft forward and backward, can change the measuring distance by moving up and down, and can change the measuring position angle by moving circumferentially. Different types of gears to be measured are detected by the engine speed sensor of the tested aircraft, and the influence of different types of gears to be measured on the engine speed sensor of the tested aircraft is compared. BRIEF DESCRIPTION OF THE DRAWINGS
[0015] Figure 1 This is a schematic diagram of the overall structure of the performance detection device for the aircraft engine speed sensor of the utility model;
[0016] Figure 2 It is a schematic diagram of an exploded view of the performance detection device of the engine speed sensor of the utility model;
[0017] Figure 3 This is a schematic diagram of the overall structure of the gear installation system and heat exchange system of the utility model;
[0018] Figure 4 This is a schematic diagram of the structure of the installation system of the engine speed sensor of the aircraft under test in the utility model;
[0019] Figure 5 This is a schematic diagram of the heat exchange system structure of the utility model;
[0020] Figure 6 This is a schematic diagram of the sealing cover structure with a transparent area of the utility model;
[0021] Figure 7 This is a schematic diagram of the displacement mechanism structure of the speed sensor of the utility model;
[0022] In the figure, 1, test bench, 2, test mechanism, 3, first power source, 4, gear mounting system, 41, gear bearing seat, 42, first gear, 43, first shaft, 5, tested aircraft engine speed sensor mounting system, 51, tested aircraft engine speed sensor mounting cover, 52, tested aircraft engine speed sensor, 53, speed sensor displacement mechanism, 531, straight guide strip, 532, displacement mechanism mounting frame, 533, second power source, 534, sensor cover, 535, sliding frame, 536, third power source, 537, second gear, 538, third gear, 539. Side plate; 540. Gear row; 541. Fourth power source; 542. Fourth gear; 543. Locking structure; 5431. Magnet; 5432. Metal lock strip; 5433. Spring; 55. Circumferential arc segment; 551. Positioning segment of displacement mechanism mounting bracket; 552. Circumferential tooth segment; 6. Heat exchange system; 61. First heat exchanger; 62. Second heat exchanger; 63. Gear shaft support seat; 64. Cavity; 65. Heater; 66. First pipeline; 67. Second pipeline; 68. Third pipeline; 7. Electric heating sleeve; 8. Sealing cover with transparent area; 9. High-temperature and high-pressure air flow inlet. DETAILED DESCRIPTION
[0023] The utility model will be further described below in conjunction with the accompanying drawings.
[0024] In the description of the present utility model, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "longitudinal", "lateral", "horizontal", "inside", "outside", "front", "back", "top", "bottom" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, or the positions or positional relationships in which the utility model product is usually placed when in use, and are only for the convenience of describing the present utility model and simplifying the description, and do not indicate or imply 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 utility model. In addition, the terms "first", "second", "third" and the like are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.
[0025] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "open", "installed", "connected", and "connected" should be understood in a broad sense, for example, it 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 it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.
[0026] In the present invention, in order to make the working environment of the aircraft engine speed sensor as similar as possible, the materials used in the detection device, such as the measured gear, the first shaft, the gear bearing seat, etc., are the same as the materials used in the working environment of the aircraft engine speed sensor.
[0027] Example 1
[0028] Please refer to Figure 1-Figure 6 , an aircraft engine speed sensor performance detection device, comprising a test bench 1, a test mechanism 2 and a first power source 3, the test mechanism 2 and the first power source 3 are respectively installed on the test bench 1, the test mechanism 2 comprises a gear installation system 4 and a tested aircraft engine speed sensor installation system 5, the gear installation system 4 comprises two gear bearing seats 41, a first gear 42 and a first shaft 43, the first shaft 43 is connected to the output shaft of the first power source 3 (the first shaft 43 and the output shaft are connected by a high-speed universal joint), the two gear bearing seats 41 and the first gear 42 are respectively installed on the first shaft 43, the two gear bearing seats 41 are respectively located on both sides of the first gear 42, the tested aircraft engine speed sensor installation system 5 comprises the tested aircraft engine speed sensor The test mechanism 2 further comprises a speed sensor mounting cover 51 and a test aircraft engine speed sensor 52, wherein one end of the test aircraft engine speed sensor mounting cover 51 is mounted on a gear bearing seat 41, and the other end is mounted on another gear bearing seat 41, and the test aircraft engine speed sensor 52 is mounted above the first gear 42 (during the test, the probe of the test aircraft engine speed sensor 52 and the first gear 42 are substantially in the same vertical plane), the test mechanism 2 further comprises a heat exchange system 6, the heat exchange system 6 comprises a first heat exchanger 61, and there are two first heat exchangers 61, one first heat exchanger 61 is in contact with one gear bearing seat 41, and the other first heat exchanger 61 is in contact with the other gear bearing seat 41, and the two first heat exchangers 61 clamp the two gear bearing seats 41 therebetween.
[0029] The two gear bearing seats 41 and the first power source 3 are respectively installed on the test bench 1 .
[0030] The first power source 3 may be a pneumatic source or an electric source. In one or more specific embodiments of the present invention, for more precise control, the first power source 3 is a motor.
[0031] In one or more specific embodiments of the present invention, the heat exchange system 6 also includes a first pipe 66 and a second pipe 67, wherein both ends of the first pipe 66 are respectively connected to the same side of the two first heat exchangers 61, and both ends of the second pipe 67 are respectively connected to the other side of the two first heat exchangers 61.
[0032] In order to better simulate the working state of the aircraft engine, in one or more specific embodiments of the present utility model, the heat exchange system 6 also includes two second heat exchangers 62 and a gear shaft support seat 63. There are two first gears 42. The two second heat exchangers 62 are tightly installed on the lower parts of both sides of the gear shaft support seat 63. The gear shaft support seat 63 slidably supports the first shaft 43, and the gear shaft support seat 63 is located between the two first gears 42.
[0033] In one or more specific embodiments of the present invention, the heat exchange system 6 also includes two third pipes 68, one end of one third pipe 68 is connected to the gear shaft support seat 63 (but not connected), and the other end is connected to the first pipe 66, and one end of the other third pipe 68 is connected to the gear shaft support seat 63 (but not connected), and the other end is connected to the second pipe 67.
[0034] In order to better simulate the working state of an aircraft engine, in one or more specific embodiments of the present invention, the upper portion of the gear shaft support seat 63 is semicircular, and the interior of the gear shaft support seat 63 is a cavity 64 (the cavity 64 is not connected to the third pipe 68), and the cavity 64 is filled with a high thermal conductivity material, which may be thermal grease or other high thermal conductivity materials, which are not particularly limited herein.
[0035] In one or more specific embodiments of the present invention, a sealing strip is provided on the contact surface between the cavity 64 and the first shaft 43 .
[0036] It should be noted that the end surfaces on both sides of the gear shaft support seat 63 have no contact or friction with the end surface of the first gear 42 .
[0037] In one or more specific embodiments of the present invention, the heat exchange system 6 further includes two heaters 65, each of which is installed on a third pipe 68. The heater 65 can be a heating coil, and of course, the heater 65 can also be other heating sources, which is not particularly limited here.
[0038] In order to better simulate the working state of the aircraft engine, the engine speed sensor 52 of the tested aircraft is covered with an electric heating sleeve 7.
[0039] During the performance test of the aircraft engine speed sensor, the first gear 42 rotates under the drive of the first power source 3, and the aircraft engine speed sensor 52 under test is located directly above the first gear 42 to detect the speed of the first gear 42. The cooling medium first passes through the first heat exchanger 61 to absorb the heat of the gear bearing seat 41, and then flows into the second heat exchanger 62 located on both sides of the gear shaft support seat 63 to transfer the heat of the gear bearing seat 41 to the gear shaft support seat 63, and the heat is transferred and utilized while dissipating the heat. The gear shaft support seat 63 can quickly transfer the heat to the first gear 42 during the sliding support process, even if it is a sliding contact interface. If the heat generated by the bearing is not enough to simulate the temperature of the gear when it is working, the heater 65 can also be used to electromagnetically induce the third pipe 68 to heat the flowing medium in the pipe, so that the temperature of the gear rises, simulating the high temperature gear in the actual working environment (the high temperature gear affects the measurement result parameters). The electric heating sleeve 7 heats the aircraft engine speed sensor 52 under test, simulates the actual ambient temperature of the sensor in the gear box of the aircraft engine, and evaluates the influence of temperature on the accuracy of the sensor.
[0040] In order to better simulate the working state of the aircraft engine, the aircraft engine speed sensor performance detection device also includes a sealing cover 8 with a transparent area, which is installed on the test bench 1. The sealing cover 8 with a transparent area locates the test mechanism 2 and the first power source 3 in the sealing cover 8 with a transparent area. The sealing cover 8 with a transparent area is connected to a high-temperature and high-pressure airflow inlet 9. By introducing a high-temperature and high-pressure airflow into the high-temperature and high-pressure airflow inlet 9, a high-pressure environment is simulated to further evaluate the performance of the sensor.
[0041] The first gear 42 includes several gears to be measured. The internal working environment of the aircraft engine is relatively harsh, and the tooth peaks of the gears to be measured may be worn. When a tooth peak wear failure occurs, whether it is a rectangular gear or an involute gear, the tooth peak involute angle will increase, thereby reducing the physical duty cycle of the gear to be measured, thereby affecting the effectiveness of the sensor output signal. A broken tooth peak of the gear will reduce the tooth peak length, thereby increasing the installation distance between the speed sensor and the broken tooth peak of the gear to be measured; therefore,
[0042] The gear to be measured can be an involute gear, a rectangular tooth gear, a severely worn gear, or a gear with broken teeth. The gears to be measured are each mounted on the first shaft 43 and located between the two gear bearing seats 41 .
[0043] Example 2
[0044] Although the aircraft engine speed sensor performance detection device of Example 1 can simulate the working state of the aircraft engine and can use the heat generated by the bearing to simulate the temperature of the gear when it is working, the position of the speed sensor and the first gear in the detection device of Example 1 is fixed, and only one position can be detected.
[0045] Please refer again Figure 1-Figure 6 as well as Figure 7 A performance detection device for an aircraft engine speed sensor comprises a test bench 1, a test mechanism 2 and a first power source 3, wherein the test mechanism 2 and the first power source 3 are respectively mounted on the test bench 1, the test mechanism 2 comprises a gear mounting system 4 and a tested aircraft engine speed sensor mounting system 5, the gear mounting system 4 comprises two gear bearing seats 41, a first gear 42 and a first shaft 43, the first shaft 43 is connected to the output shaft of the first power source 3, the two gear bearing seats 41 and the first gear 42 are respectively mounted on the first shaft 43, the two gear bearing seats 41 are respectively located on both sides of the first gear 42, and the tested aircraft engine speed sensor mounting system 5 comprises a tested aircraft engine speed sensor mounting cover 5 1 and a tested aircraft engine speed sensor 52, one end of the tested aircraft engine speed sensor mounting cover 51 is mounted on a gear bearing seat 41, and the other end is mounted on another gear bearing seat 41, the tested aircraft engine speed sensor 52 is mounted above the first gear 42 (during the test, the probe of the tested aircraft engine speed sensor 52 and the first gear 42 are substantially in the same vertical plane), the tested aircraft engine speed sensor mounting system 5 also includes a speed sensor displacement mechanism 53, the speed sensor displacement mechanism 53 is mounted on the tested aircraft engine speed sensor mounting cover 51, and the tested aircraft engine speed sensor 52 is mounted on the speed sensor displacement mechanism 53.
[0046] In one or more specific embodiments of the present utility model, the speed sensor displacement mechanism 53 includes a displacement mechanism mounting frame 532, a second power source 533, a sensor cover 534 and a sliding frame 535. The engine speed sensor 52 of the tested aircraft is fixed in the sensor cover 534. The displacement mechanism mounting frame 532 has two straight guide bars 531. The engine speed sensor 52 of the tested aircraft is located between the two straight guide bars 531. The sliding frame 535 has two sliders, each of which cooperates with a straight guide bar 531. A speed sensor through hole is opened in the middle position of the sliding frame 535. The lower end of the engine speed sensor 52 of the tested aircraft passes through the speed sensor through hole. The output shaft of the second power source 533 is connected to the sliding frame 535.
[0047] The output shaft of the second power source 533 is parallel to the first shaft 43, and the sliding frame 535 can move forward and backward along the straight guide bar 531. The electric heating sleeve 7 is located between the sensor sleeve 534 and the engine speed sensor 52 of the tested aircraft.
[0048] In one or more specific embodiments of the utility model, there are at least two first gears 42, each mounted on the first shaft 43. When the second power source 533 is working, the sliding frame 535 is driven to move forward and backward by the extension and contraction of the output shaft of the second power source 533, so that the engine speed sensor 52 of the tested aircraft is moved from above one first gear 42 to above another first gear 42 (the engine speed sensor 52 of the tested aircraft is switched between different first gears 42). Through different gears under test, the influence of various gears under test on the detection value of the same engine speed sensor 52 of the tested aircraft is compared.
[0049] In one or more specific embodiments of the present invention, the second power source 533 may be a pneumatic source or an electric source. For more precise control, the second power source 533 is a motor.
[0050] In one or more specific embodiments of the present utility model, the speed sensor displacement mechanism 53 also includes a third power source 536, the third power source 536 is provided with a second gear 537, and the tail end of the second power source 533 is provided with a third gear 538, the second gear 537 is meshed with the third gear 538, and two parallel side plates 539 are provided on the sensor sleeve 534. A push ring is fixed on the output shaft of the second power source 533, and the two parallel side plates 539 add the front end of the output shaft of the second power source 533 in the middle, and a tooth row 540 is provided on the contact surface between one side plate 539 and the front end of the output shaft of the second power source 533 from top to bottom, and the distance between the two parallel side plates 539 is equal to the diameter of the front end of the output shaft of the second power source 533, and the tooth row 540 is meshed with the front end of the output shaft of the second power source 533. When the third power source 536 is working (the second power source 533 is not working at this time), the second gear 537 rotates, driving the third gear 538, so that the front end of the output shaft of the second power source 533 also rotates, thereby causing the engine speed sensor 52 of the tested aircraft to move up and down (relative to the axial sliding of the sliding frame 535), thereby changing the distance between the detection head of the engine speed sensor 52 of the tested aircraft and the first gear 42 being detected.
[0051] In one or more specific embodiments of the present invention, the third power source 536 may be a pneumatic source or an electric source. For more precise control, the third power source 536 is a motor.
[0052] In one or more specific embodiments of the utility model, the engine speed sensor mounting cover 51 of the tested aircraft is provided with two circumferential arc segments 55, the two circumferential arc segments 55 are centered on the first axis 43, and the two circumferential arc segments 55 are respectively located at the front end and the rear end of the engine speed sensor mounting cover 51 of the tested aircraft, and the speed sensor displacement mechanism 53 also includes a fourth power source 541, the output shaft of the fourth power source 541 is connected with a fourth gear 542, the output shaft of the fourth power source 541 is parallel to the first axis 43, the inner side of the circumferential arc segment 55 is provided with a displacement mechanism mounting frame placement segment 551, and the outer side is provided with a circumferential tooth segment 552 meshing with the fourth gear 542. When the fourth power source 541 is working (the second power source 533 and the third power source 536 are not working at this time), the fourth gear 542 rotates, and the speed sensor displacement mechanism 53 moves along the circumferential tooth segment 552, thereby driving the engine speed sensor 52 of the tested aircraft to move circumferentially.
[0053] In one or more specific embodiments of the present utility model, the speed sensor displacement mechanism 53 further includes a locking structure 543, which is mounted on the displacement mechanism mounting frame 532. The engine speed sensor mounting cover 51 of the tested aircraft is provided with a plurality of circumferential locking openings, and the locking structure 543 cooperates with the circumferential locking openings. When circumferential adjustment is required, the locking structure 543 is pulled out from the circumferential locking openings, and then the fourth power source 541 is turned on for circumferential movement.
[0054] Those skilled in the art should understand that the locking structure 543 can be operated manually or automatically, which is not particularly limited herein.
[0055] In one or more specific embodiments of the utility model, the locking structure 543 includes a magnet 5431, a metal lock strip 5432 and a spring 5433. Initially, the spring 5433 pulls and inserts the circumferential locking port. When circumferential adjustment is required, the magnet 5431 absorbs the metal lock strip 5432 to overcome the elastic force, and the metal lock strip 5432 is pulled out of the circumferential locking port. After the adjustment is completed, the magnet 5431 is disconnected and the spring 5433 is automatically locked.
[0056] In this embodiment, the target gear to be measured can be switched by moving the engine speed sensor 52 of the tested aircraft forward and backward, the measurement distance can be changed by moving up and down, and the measurement position angle can be changed by moving in the circumferential direction. When the test program is set by using a single-chip microcomputer or a PLC, an automated test can also be performed. Moreover, in this embodiment, the detection point of the engine speed sensor 52 of the tested aircraft is perpendicular to the axis of rotation of the gear to be measured, which is parallel to the axis of rotation of the gear to be measured. The engine speed sensor 52 of the tested aircraft can be tested at the same time on the same gear to be measured (for example, in order to improve measurement efficiency or compare sensor consistency), and the influence of the sensor installation angle on the measurement accuracy can also be evaluated (based on the internal structure of the sensor, the installation angle may affect the accuracy).
[0057] Please refer again Figure 4 There can be multiple speed sensor displacement mechanisms 53, which are respectively located at different positions of the engine speed sensor mounting cover 51 of the tested aircraft, and multiple engine speed sensors 52 of the tested aircraft can be detected at one time.
[0058] Those skilled in the art should understand that at least the position of the tested aircraft engine speed sensor mounting cover 51 corresponding to the tested aircraft engine speed sensor 52 is transparent or open to avoid affecting the detection of the tested aircraft engine speed sensor 52.
[0059] A method for detecting performance of an aircraft engine speed sensor adopts the performance detection device of the above-mentioned embodiment 1 or / and embodiment 2.
[0060] The above description is only the preferred embodiment of the utility model, and is not intended to limit the utility model. For those skilled in the art, the utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.
Claims
1. An aircraft engine speed sensor performance detection device, comprising a test bench (1), a test mechanism (2) and a first power source (3), wherein the test mechanism (2) and the first power source (3) are respectively mounted on the test bench (1), the test mechanism (2) comprises a gear mounting system (4) and a tested aircraft engine speed sensor mounting system (5), the gear mounting system (4) comprises two gear bearing seats (41), a first gear (42) and a first shaft (43), the tested aircraft engine speed sensor mounting system (5) comprises a tested aircraft engine speed sensor mounting cover (51) and at least one tested aircraft engine speed sensor (52), characterized in that: The tested aircraft engine speed sensor installation system (5) further comprises at least one speed sensor displacement mechanism (53), the speed sensor displacement mechanism (53) being installed on the tested aircraft engine speed sensor installation cover (51), and one tested aircraft engine speed sensor (52) being installed on one speed sensor displacement mechanism (53); the speed sensor displacement mechanism (53) comprising a displacement mechanism installation frame (532), a second power source (533) and a sliding frame (535), the displacement mechanism installation frame (532) having two straight guide bars (531), the tested aircraft engine speed sensor (52) being located between the two straight guide bars (531), the sliding frame (535) having two slide blocks, the two slide blocks respectively cooperating with one straight guide bar (531), and the first gear (42) being the tested gear.
2. The aircraft engine speed sensor performance detection device according to claim 1, characterized in that: The speed sensor displacement mechanism (53) further comprises a sensor sleeve (534), the speed sensor (52) of the tested aircraft engine is fixed in the sensor sleeve (534), a speed sensor through hole is opened in the middle of the sliding frame (535), the lower end of the speed sensor (52) of the tested aircraft engine passes through the speed sensor through hole, and the output shaft of the second power source (533) is connected to the sliding frame (535).
3. The aircraft engine speed sensor performance detection device according to claim 1, characterized in that: The gear to be tested is an involute gear, or / and a rectangular tooth gear, or / and a severely worn gear, or / and a gear with broken teeth.
4. The aircraft engine speed sensor performance detection device according to claim 3, characterized in that: The number of the rotation speed sensor displacement mechanisms (53) is three to fifteen.
5. The aircraft engine speed sensor performance detection device according to claim 1, characterized in that: The rotation speed sensor displacement mechanism (53) further comprises a third power source (536), the third power source (536) is provided with a second gear (537), a third gear (538) is provided at the tail end of the second power source (533), the second gear (537) is meshed with the third gear (538), two parallel side plates (539) are provided on the sensor sleeve (534), a push ring is fixed on the output shaft of the second power source (533), the front end of the output shaft of the second power source (533) is added in the middle by the two parallel side plates (539), a tooth row (540) is provided from top to bottom on the contact surface between one side plate (539) and the front end of the output shaft of the second power source (533), and the tooth row (540) is meshed with the front end of the output shaft of the second power source (533).
6. The aircraft engine speed sensor performance detection device according to claim 5, characterized in that: The engine speed sensor mounting cover (51) of the tested aircraft is provided with two circumferential arc segments (55), the two circumferential arc segments (55) have the first axis (43) as the axis, and the two circumferential arc segments (55) are respectively located at the front end and the rear end of the engine speed sensor mounting cover (51) of the tested aircraft. The speed sensor displacement mechanism (53) also includes a fourth power source (541), the output shaft of the fourth power source (541) is connected to a fourth gear (542), the output shaft of the fourth power source (541) is parallel to the first axis (43), a displacement mechanism mounting frame placement section (551) is provided on the inner side of the circumferential arc segment (55), and a circumferential tooth segment (552) meshing with the fourth gear (542) is provided on the outer side.
7. The aircraft engine speed sensor performance detection device according to claim 6, characterized in that: The first power source (3) is a motor, the second power source (533) is a motor, the third power source (536) is a motor, and the fourth power source (541) is a motor.
8. The aircraft engine speed sensor performance detection device according to claim 6, characterized in that: The rotation speed sensor displacement mechanism (53) further comprises a locking structure (543), the locking structure (543) being mounted on the displacement mechanism mounting frame (532), a plurality of circumferential locking openings being arranged on the mounting cover (51) of the engine rotation speed sensor of the tested aircraft, and the locking structure (543) cooperating with the circumferential locking openings.