Starting device, starting system and test run system

Abstract

The utility model relates to a starting device, a starting system and a test run system. In one aspect, there is provided a starting device for a trial run of an aero-engine, comprising: a clutch device comprising an input and an output; the first adapter is used for connecting the output shaft of the universal motor with the input end of the clutch device; and the second adapter is used for connecting the output end of the clutch device and the input shaft of the aero-engine, and the clutch device is configured to be in a joint state when the rotating speed of the aero-engine is smaller than or equal to the rotating speed of the universal motor and be in a disconnected state when the rotating speed of the aero-engine is larger than the rotating speed of the universal motor. Therefore, the overall development period of the aero-engine can be shortened, and the development cost can be reduced.

Description

Technical Field

[0001] This disclosure relates to the field of aero-engine technology, specifically to starting devices, starting systems, and test systems. Background Technology

[0002] Aero engines are highly complex and precise thermodynamic machines, commonly used as power sources for aircraft, drones, missiles, and other aircraft. With the booming development of the aircraft industry and the extensive development of related research and development, in addition to the existing large mainstream aero engine companies, more and more small aero engine companies are joining the design and development of aero engines, especially micro and small aero engines suitable for drones and missiles.

[0003] Typically, before an aero-engine is officially assembled into an aircraft, it needs to be repeatedly started and undergo extensive testing to determine its ignition characteristics, starting characteristics, fuel supply patterns, and overall performance. Starting an aero-engine requires first using a power source to bring it to a certain speed. Currently, commonly used power sources include starter motors, propellant, and high-pressure gas sources.

[0004] However, starter motors must be integrated with aero engines and have a long development cycle, resulting in an excessively long overall development cycle and high development costs for aero engines. Explosives also have a long development cycle and are expensive consumables, and their use and transportation require corresponding qualifications. The use of high-pressure gas sources also requires corresponding qualifications and has high setup costs, and their storage requires fixed sites that meet explosion-proof requirements.

[0005] Therefore, using these transfer sources to start aero engines during testing is not ideal for small aero engine companies that typically have limited R&D funding and no fixed facilities. Furthermore, it cannot meet the development needs of micro and small aero engines, which require short development cycles and low development costs for new models. Utility Model Content

[0006] This section provides a general overview of this disclosure, rather than a full disclosure of the entire scope or all features of this disclosure.

[0007] The purpose of this disclosure is to provide a starting device, starting system, and test system for testing aero engines that have a short development cycle and low development cost.

[0008] To achieve the above objectives, according to one aspect of this disclosure, a starting device is provided for testing an aircraft engine, comprising:

[0009] A clutch device, comprising an input terminal and an output terminal;

[0010] The first adapter is used to connect the output shaft of the general-purpose motor to the input end of the clutch device;

[0011] The second adapter is used to connect the output end of the clutch device to the input shaft of the aircraft engine, wherein the clutch device is configured to be in an engaged state when the speed of the aircraft engine is less than or equal to the speed of the general motor, and in an disengaged state when the speed of the aircraft engine is greater than the speed of the general motor.

[0012] In some embodiments, the clutch device can be a one-way clutch and includes an outer ring and an inner ring, the outer ring being connected to a first adapter and the inner ring being connected to a second adapter. The clutch device is configured such that when the rotational speed of the outer ring is greater than or equal to the rotational speed of the inner ring, the outer ring engages with the inner ring to drive the inner ring to rotate synchronously, and when the rotational speed of the inner ring is greater than the rotational speed of the outer ring, the outer ring disengages from the inner ring.

[0013] In some embodiments, the first adapter may include a first input end and a first output end, the first output end being provided with a groove for fixing the outer ring therein, the central axis of the groove being collinear with the central axis of the first adapter and the central axis of the outer ring, and / or, the second adapter includes a second input end and a second output end, the second input end extending into and being fixed in a hole defined by the inner ring, the central axis of the second adapter being collinear with the central axis of the inner ring.

[0014] In some implementations, the connection between the first adapter and the output shaft of the general-purpose motor, and / or the connection between the second adapter and the input shaft of the aircraft engine, can be a threaded connection or a spline connection.

[0015] In some embodiments, the starting device may further include a flexible connecting member disposed between the general-purpose motor and the first adapter and / or between the second adapter and the aircraft engine, for making the central axis of the output shaft of the general-purpose motor collinear with the central axis of the input shaft of the aircraft engine.

[0016] In some implementations, the length of the first input end of the first adapter for connection to the output shaft of a general-purpose motor is adjustable.

[0017] In some embodiments, the starting device may also include an overload protection device disposed between the clutch and the second adapter to disconnect the connection between the clutch and the second adapter when the transmitted torque between the clutch and the second adapter is greater than a set value.

[0018] According to another aspect of this disclosure, a starting system for testing an aircraft engine is also provided, comprising:

[0019] General-purpose motors; and

[0020] According to any of the above embodiments, the starting device has a first adapter for connecting to the output shaft of a general-purpose motor.

[0021] In some implementations, the general-purpose motor can be a machine tool spindle motor equipped with a spindle.

[0022] According to another aspect of this disclosure, a test system for testing an aircraft engine is also provided, comprising:

[0023] The starting device according to any of the above embodiments;

[0024] Ignition system, used for ignition in aircraft engines;

[0025] Fuel supply system, used for fuel supply to aircraft engines; and

[0026] The control system is used to control the starting, ignition, and fuel supply of aircraft engines.

[0027] According to another aspect of this disclosure, a test system is also provided for testing an aircraft engine, comprising:

[0028] The starting system according to any of the above embodiments;

[0029] Ignition system, used for ignition in aircraft engines;

[0030] Fuel supply system, used for fuel supply to aircraft engines; and

[0031] The control system is used to control the starting, ignition, and fuel supply of aircraft engines.

[0032] According to the above technical solution, by using a general-purpose motor as the power source and using a starting device that allows the power of the general-purpose motor to be smoothly transmitted to the aircraft engine, the overall development cycle of the aircraft engine can be shortened and the development cost reduced. It does not require specific qualifications or fixed sites, and is therefore more friendly to small and micro aircraft engine companies with limited R&D funds and no fixed sites. It can also meet the current development needs of micro and small aircraft engines. Attached Figure Description

[0033] The features and advantages of embodiments of the present disclosure will become more readily understood from the following description with reference to the accompanying drawings. The drawings are not drawn to scale and some features may be enlarged or reduced to show detail of specific parts. In the drawings:

[0034] Figure 1 This is a schematic diagram of the starting device according to an embodiment of the present disclosure.

[0035] Figure 2This is a schematic diagram of the structure of a starting device according to another embodiment of the present disclosure.

[0036] Figure 3 This is a schematic diagram of the starting device according to another embodiment of the present disclosure.

[0037] Figure 4 This is a schematic diagram of the starting device according to another embodiment of the present disclosure.

[0038] Figure 5 This is a schematic diagram of the structure of a starting device according to yet another embodiment of the present disclosure.

[0039] Figure 6 This is a schematic diagram of the starting system according to an embodiment of the present disclosure.

[0040] Figure 7 This is a schematic diagram of the test system according to an embodiment of the present disclosure.

[0041] Figure 8 This is a schematic diagram of a test system according to another embodiment of the present disclosure.

[0042] In the accompanying drawings, the same or corresponding technical features, parts or components are represented by the same or corresponding reference numerals. Detailed Implementation

[0043] The present disclosure will now be described in detail with reference to the accompanying drawings and exemplary embodiments. It should be noted that the following detailed description of the present disclosure is for illustrative purposes only and is not intended to limit the scope of the disclosure.

[0044] It should be noted that, for clarity, not all features of a particular embodiment are described or shown in the specification and drawings. Furthermore, to avoid unnecessary details obscuring the technical solutions of interest in this disclosure, only the device structures and parts closely related to the technical solutions of this disclosure are described and shown in the specification and drawings, while other details that are not closely related to the technical content of this disclosure and are known to those skilled in the art are omitted.

[0045] As discussed earlier, small aero-engine companies typically have limited R&D budgets and often use rented facilities. Furthermore, the development requirements for micro and small aero-engines have changed, demanding short development cycles (e.g., 1-2 years, or even less) and low development costs for new models. This makes the currently common method of starting aero-engines during test runs with a transfer source ineffective in meeting these requirements.

[0046] Specifically, for starting using a starter motor, it is usually required that the starter motor and the aircraft engine to be started be compatible. This limits the development cycle of the aircraft engine to the development cycle of the starter motor. While even relatively complex engine structural components can typically be manufactured within 3-6 months, the development cycle for the matching starter motor usually takes 6-12 months, or even longer. Therefore, it is often necessary to wait for the starter motor to be completed before it can be installed and tested, thus lengthening the overall development cycle of the aircraft engine and increasing the overall development cost.

[0047] For starting using gunpowder, the development cycle of gunpowder typically exceeds six months, presenting the same problem of a long development period. Furthermore, gunpowder is an expensive consumable that cannot be reused, making it unsuitable for situations requiring frequent testing in the early stages of development. Moreover, the use and transportation of gunpowder are subject to pyrotechnics regulations, requiring corresponding qualifications. This necessitates testing at qualified third-party facilities, making gunpowder-based starting an unsuitable standard testing method for unqualified aero-engine companies.

[0048] For starting operations using high-pressure air sources, the installation of containers and pipelines for storing and transporting compressed high-pressure air typically requires appropriate qualifications, and the cost of setting up high-pressure air systems is very high. Furthermore, the placement of containers for high-pressure air also has specific requirements, usually necessitating underground installation in explosion-proof locations, which is unacceptable for small-scale aircraft engine companies without fixed sites.

[0049] In response, this disclosure attempts to address the aforementioned problem by employing a general-purpose electric motor and related starting devices to start the aircraft engine during test runs.

[0050] Specifically, refer to Figures 1 to 5 According to embodiments of the present disclosure, a starting device 10 is provided.

[0051] The starting device 10 includes a clutch device 110, a first adapter 120, and a second adapter 130.

[0052] The clutch device 110 includes an input terminal 1110 and an output terminal 1120.

[0053] The clutch device 110 typically includes an engaged state and an disengaged state, allowing for the connection and disconnection of power transmission by switching between the engaged and disengaged states. The input terminal 1110 of the clutch device 110, also known as the drive terminal, receives power transmitted from a power source to the clutch device 110, and the output terminal 1120, also known as the driven terminal, transmits power from the clutch device 110 to the load. When the clutch device 110 is in the engaged state, power from the power source can be transmitted to the load via the clutch device 110; when the clutch device 110 is in the disengaged state, power from the power source cannot be transmitted to the load via the clutch device 110.

[0054] The first adapter 120 is used to connect the general-purpose motor 20 (in... Figure 1 The output shaft 210 (shown as dashed line in the image) is shown in the image. Figure 2 The input terminal 1110 of the clutch device 110 is connected to the input terminal 1110 of the general motor 20 to transmit the power output by the general motor 20 to the clutch device 110.

[0055] The second adapter 130 is used to connect the output end 1120 of the clutch device 110 to the aircraft engine 30 (in Figure 1 The input shaft 310 (shown as dashed line in the image) Figure 2 ), so as to transmit the power output by the clutch device 110 to the aircraft engine 30.

[0056] The clutch device 110 is configured to be engaged when the speed of the aircraft engine 30 is less than or equal to the speed of the general-purpose motor 20, and disengaged when the speed of the aircraft engine 30 is greater than the speed of the general-purpose motor 20.

[0057] In other words, when the rotational speed of the aircraft engine 30 is less than or equal to the rotational speed of the general-purpose motor 20, the power output by the general-purpose motor 20 can always be transmitted to the aircraft engine 30 via the clutch device 110, thus driving the aircraft engine 30 to rotate through the rotation of the general-purpose motor 20. However, when the rotational speed of the aircraft engine 30 is greater than the rotational speed of the general-purpose motor 20, the power output by the general-purpose motor 20 can no longer be transmitted to the aircraft engine 30 via the clutch device 110, and similarly, the power of the aircraft engine 30 cannot be transmitted to the general-purpose motor 20 via the clutch device 110. That is, there is no power transmission between the aircraft engine 30 and the general-purpose motor 20.

[0058] During the start-up process of an aero-engine, when the aero-engine is energized to a certain speed, the combustion chamber of the aero-engine will be ignited and fuel supplied. The gas generated by the combustion chamber drives the turbine to rotate, and the rotating turbine will drive the compressor. When the turbine work is greater than the compressor work, the speed of the aero-engine itself will increase, thereby realizing the start-up of the aero-engine.

[0059] When starting the aircraft using a dedicated starter motor, the starter motor will be driven by the aircraft engine to function as a generator when its own speed increases to a level exceeding that of the starter motor. Furthermore, the output shaft of the dedicated starter motor is designed to match the input shaft of the corresponding aircraft engine for connection. However, when starting the aircraft using a general-purpose motor, the general-purpose motor will not be driven as a generator when its own speed increases to a level exceeding that of the general-purpose motor. Instead, the general-purpose motor may overload or be damaged due to the aircraft engine's speed exceeding its own, potentially causing damage to the aircraft engine. Moreover, the output shaft of the general-purpose motor may be incompatible with the input shaft of the aircraft engine it is intended to drive, resulting in a failure to connect.

[0060] In this embodiment, a general-purpose motor 20 is used as the power source. Since general-purpose motors are typically standardized products with mature technology and fixed production processes, aero-engine companies do not need to develop them from scratch. Instead, they can directly select, lease, or purchase them as needed, resulting in a shorter cycle and lower cost. For example, the required general-purpose motor can be determined based on the starting speed and starting torque requirements of the aero-engine to be started. For instance, if the starting speed requirement for the aero-engine 30 to be started is 10,000 rpm and the starting torque requirement is 3 N•m, a general-purpose motor with a rated operating speed and torque greater than the aforementioned speed and torque requirements can be leased or purchased for starting the aero-engine 30.

[0061] Accordingly, by providing the clutch device 110, when the speed of the aircraft engine 30 exceeds the speed of the general-purpose motor 20, the power transmission between the aircraft engine 30 and the general-purpose motor 20 is cut off. This prevents the general-purpose motor 20 from being overloaded or damaged by the high-speed rotating aircraft engine 30, and also prevents the aircraft engine 30 from being damaged by the reverse drag of the slower-speed general-purpose motor 20. Furthermore, by providing the first adapter 120 and the second adapter 130, the output shaft 210 of various types of general-purpose motors 20 can be matched with the input shaft 310 of the aircraft engine 30, thereby enabling the output shaft 210 of the general-purpose motor 20 to connect with the input shaft 310 of the aircraft engine 30 for normal power transmission.

[0062] This method allows the aircraft engine 30 to be started directly via the general-purpose motor 20 to complete the test run. As a result, the overall development cycle of the aircraft engine 30 can be shortened and the development cost reduced. It does not require specific qualifications or fixed sites, and is therefore more friendly to small and micro aircraft engine companies with limited R&D funds and no fixed sites. It can also meet the current development needs of micro and small aircraft engines.

[0063] In some implementations, refer to Figure 2 The clutch device 110 can be a one-way clutch and includes an outer ring 1130 and an inner ring 1140. The outer ring 1130 is connected to the first adapter 120, and the inner ring 1140 is connected to the second adapter 130. The clutch device 110 is configured such that when the rotational speed of the outer ring 1130 is greater than or equal to the rotational speed of the inner ring 1140, the outer ring 1130 engages with the inner ring 1140 to drive the inner ring 1140 to rotate synchronously, and when the rotational speed of the inner ring 1140 is greater than the rotational speed of the outer ring 1130, the outer ring 1130 disengages from the inner ring 1140.

[0064] During the startup process of the aircraft engine 30, initially, the general-purpose motor 20 drives the outer ring 1130 of the clutch device 110 to rotate via the first adapter 120. At this time, the rotational speed of the outer ring 1130 is greater than that of the inner ring 1140. The outer ring 1130 and the inner ring 1140 are engaged, for example, by a locking element, to drive the inner ring 1140 to rotate synchronously. The inner ring 1140 then drives the aircraft engine 30 to rotate via the second adapter 130. When the rotational speed of the aircraft engine 30 exceeds that of the general-purpose motor 20, the inner ring 1140 rotates with the aircraft engine 30 via the second adapter 130. At this time, the rotational speed of the inner ring 1140 will be greater than that of the outer ring 1130, and the outer ring 1130 will disengage from the inner ring 1140 and will not rotate with the inner ring 1220, thus disengaging the general-purpose motor 20 from the aircraft engine 30.

[0065] This design enables automatic and controllable unidirectional power transmission. Power can only be transmitted from the general-purpose motor 20 to the aircraft engine 30, and the power transmission is automatically cut off when the speed of the aircraft engine 30 exceeds that of the general-purpose motor 20, without manual intervention. Therefore, automatic and rapid intervention is possible when the aircraft engine 30, due to its higher speed, might drive the general-purpose motor 20, potentially damaging both. This provides more timely and effective protection for both the general-purpose motor 20 and the aircraft engine 30.

[0066] It is conceivable that the clutch device 110 can also take any other suitable form. For example, the clutch device 110 can also be a non-one-way clutch. In this case, the engagement and disengagement of the clutch device 110 can be controlled, for example, by sensing results from sensor feedback, such as sensing results from speed sensors of the general-purpose motor 20 and the aircraft engine 30. In this case, the clutch device 110 can be an electromagnetic clutch, a hydraulic clutch, etc., and is not limited thereto.

[0067] In some implementations, such as Figure 2As shown, the first adapter 120 includes a first input terminal 1210 and a first output terminal 1220. The first output terminal 1220 may be provided with a groove 1220a. The groove 1220a is used to fix the outer ring 1130 of the clutch device 110 inside it. For example, the outer ring 1130 is fixed in the groove 1220a by interference fit, and the central axis of the groove 1220a is collinear with the central axis of the first adapter 120 and the central axis of the outer ring 1130.

[0068] By fixing the outer ring 1130 within the groove 1220a, movement or wobbling of the outer ring 1130 during operation can be prevented, thereby enabling the power of the general-purpose motor 20 to be transmitted more stably to the clutch device 110 and subsequently to the aircraft engine 30. Furthermore, by ensuring that the central axes of the groove 1220a, the first adapter 120, and the outer ring 1130 are collinear, problems such as low power transmission efficiency, component wear, and even damage caused by misaligned power transmission paths can be prevented.

[0069] In some implementations, such as Figure 2 As shown, the second adapter 130 includes a second input terminal 1310 and a second output terminal 1320. The second input terminal 1310 can extend into and be fixed in a hole defined by the inner ring 1140 of the clutch device 110. For example, the second input terminal 1310 is fixed in the hole by an interference fit, and the central axis of the second adapter 130 is collinear with the central axis of the inner ring 1140.

[0070] By inserting and fixing the second input end 1310 into the hole defined by the inner ring 1140, a stable connection between the inner ring 1140 of the clutch device 110 and the second adapter 130 can be achieved, allowing power to be transmitted to the aircraft engine 30 more stably. Moreover, by making the central axes of the second adapter 130 and the inner ring 1140 collinear, problems such as low power transmission efficiency, component wear, or even damage caused by misalignment of the power transmission path can be prevented.

[0071] It is conceivable that, for example Figure 2 As shown, the connection between the first adapter 120 and the output shaft 210 of the general motor 20 can be a threaded connection.

[0072] For example, the first input end 1210 of the first adapter 120 may be provided with an internal threaded hole for threaded connection with the output shaft 210 of the general motor 20, which is provided with an external thread.

[0073] It is also conceivable that the connection between the second adapter 130 and the input shaft 310 of the aircraft engine 30 can be a spline connection.

[0074] The spline connection can rigidly couple the second adapter 130 to the input shaft 310 of the aero-engine 30 through multi-tooth meshing. Compared with a single key or pin connection, its contact area can be increased several times, which can significantly improve the power and torque transmission efficiency, thereby improving the starting efficiency of the aero-engine 30.

[0075] For example, the second output end 1320 of the second adapter 130 may be provided with an external spline on its outer side to connect with the internal spline of the input shaft 310 of the aircraft engine 30.

[0076] Other connection methods can also be envisioned between the first adapter 120 and the output shaft 210 of the general motor 20, and between the second adapter 130 and the input shaft 310 of the aircraft engine 30. For example, the former can be a spline connection, the latter a threaded connection, or both can be spline connections or both can be threaded connections. Alternatively, the connection can be a flange connection, an interference fit, etc., which are not limited here.

[0077] In some implementations, refer to Figure 3 The starting device 10 may also include a flexible connecting member 140. The flexible connecting member 140 is disposed between the general-purpose motor 20 and the first adapter 120 to make the central axis of the output shaft 210 of the general-purpose motor 20 collinear with the central axis of the input shaft 310 of the aircraft engine 30.

[0078] In some cases, the central axis of the output shaft 210 of the general-purpose motor 20 and the central axis of the input shaft 310 of the aircraft engine 30 may be misaligned, which may lead to reduced power transmission efficiency, component wear, or even damage. The flexible connecting member 140 can compensate for the misalignment between the central axes of the output shaft 210 of the general-purpose motor 20 and the input shaft 310 of the aircraft engine 30, making them collinear and thus solving the aforementioned adverse effects caused by misalignment.

[0079] It is conceivable that the flexible connecting member 140 can also be disposed between the second adapter 130 and the aircraft engine 30.

[0080] It is conceivable that the flexible connecting component 140 can be a universal joint, a flexible coupling, etc.

[0081] In some implementations, refer to Figure 4 The length of the first input end 1210 of the first adapter 120 for connection with the output shaft 210 of the general motor 20 is adjustable.

[0082] The length of the output shaft 210 may vary for different types of general-purpose motors 20. By making the length of the first input terminal 1210 adjustable, it is possible to adapt to output shafts 210 of different lengths, thereby improving the versatility of the starting device 10.

[0083] For example, such as Figure 4 As shown, the first input terminal 1210 can be designed to be assembled from multiple segments. Figure 4 (The three sections are shown in the figure). Different numbers of sections can be selected and assembled according to the different lengths of the output shaft 210 to obtain a first input terminal 1210 that is adapted to the length of the output shaft 210.

[0084] It is conceivable that the first input terminal 1210 can also adopt any other suitable form to achieve length adjustment, without limitation.

[0085] In some implementations, refer to Figure 5 The starting device 10 may also include an overload protection device 150. The overload protection device 150 is disposed between the clutch device 110 and the second adapter 130 to disconnect the connection between the clutch device 110 and the second adapter 130 when the transmitted torque between the clutch device 110 and the second adapter 130 is greater than a set value.

[0086] Under normal operating conditions, the overload protection device 150 allows for stable power transmission between the clutch device 110 and the second adapter 130. However, in the event of an abnormal situation, such as a malfunction within the aircraft engine 30 or clutch slippage, causing the transmitted torque to exceed a set value, the overload protection device 150 can promptly cut off power transmission between the clutch device 110 and the second adapter 130, preventing deformation, wear, or even damage to components such as the clutch device 110, the second adapter 130, and the aircraft engine 30 due to overload. This improves the reliability and safety of the starting device 10.

[0087] It is conceivable that the overload protection device 150 could be a torque limiter, an overload clutch, etc., without any restrictions.

[0088] According to another aspect of this disclosure, referring to Figure 6 It also provides a starting system 1 for testing aircraft engines.

[0089] The starting system 1 includes a general-purpose motor 20 and a starting device 10, wherein a first adapter 120 of the starting device 10 is used to connect to the output shaft 210 of the general-purpose motor 20.

[0090] In some implementations, the general-purpose motor 20 can be a machine tool spindle motor equipped with a spindle.

[0091] When used as a general-purpose motor 20, the machine tool spindle motor can provide a stable power input to the aero-engine 30. The machine tool spindle motor can flexibly adjust its speed and torque according to the needs of the aero-engine 30. Furthermore, the machine tool spindle motor is designed with durability and reliability in mind, adapting to the test environment of the aero-engine 30, effectively reducing the failure rate and downtime risk, and ensuring the smooth operation of the aero-engine 30.

[0092] It is conceivable that the general-purpose motor 20 could also be any other suitable type of motor, such as a stepper motor, servo motor, DC motor, etc.

[0093] According to another aspect of this disclosure, referring to Figure 7 It also provides a test system 100 for testing aircraft engines.

[0094] The test system 100 includes a starting device 10, an ignition system 40, a fuel supply system 50, and a control system 60.

[0095] The ignition system 40 is used for igniting the aircraft engine 30. The fuel supply system 50 is used for supplying fuel to the aircraft engine 30. The control system 60 is used for controlling the starting, ignition, and fuel supply of the aircraft engine 30.

[0096] For example, during the start-up phase, the control system 60, such as the flight control system of an aircraft, the PLC control system of a test bench, or the controller of an aero-engine, controls the start-up device 10, the fuel supply system 50, and the ignition system 40 to start-up, supply fuel, and ignite at the appropriate times.

[0097] According to another aspect of this disclosure, referring to Figure 8 It also provides a test system 100' for testing aircraft engines.

[0098] The test system 100' includes a starting system 1, an ignition system 40, a fuel supply system 50, and a control system 60.

[0099] While this disclosure has been described with reference to exemplary embodiments, it should be understood that this disclosure is not limited to the specific embodiments described and shown herein. Various changes to the exemplary embodiments can be made by those skilled in the art without departing from the scope defined by the claims of this disclosure.

[0100] The features mentioned and / or shown in the foregoing description of exemplary embodiments of this disclosure may be combined in the same or similar manner with one or more other embodiments, combined with features in other embodiments, or substituted for corresponding features in other embodiments. Such combinations or substitutions should also be considered as including within the scope of protection of this disclosure.

Claims

1. A starting device for testing an aircraft engine, characterized in that, include: A clutch device, comprising an input terminal and an output terminal; The first adapter is used to connect the output shaft of the general-purpose motor to the input end; The second adapter is used to connect the output end to the input shaft of the aircraft engine, wherein the clutch device is configured to be engaged when the speed of the aircraft engine is less than or equal to the speed of the general-purpose motor, and disengaged when the speed of the aircraft engine is greater than the speed of the general-purpose motor.

2. The starting device according to claim 1, characterized in that, The clutch device is a one-way clutch and includes an outer ring and an inner ring. The outer ring is connected to the first adapter, and the inner ring is connected to the second adapter. The clutch device is configured such that when the rotational speed of the outer ring is greater than or equal to the rotational speed of the inner ring, the outer ring engages with the inner ring to drive the inner ring to rotate synchronously, and when the rotational speed of the inner ring is greater than the rotational speed of the outer ring, the outer ring disengages from the inner ring.

3. The starting device according to claim 2, characterized in that, The first adapter includes a first input end and a first output end. The first output end is provided with a groove for fixing the outer ring therein. The central axis of the groove is collinear with the central axis of the first adapter and the central axis of the outer ring. Alternatively, the second adapter includes a second input end and a second output end. The second input end extends into and is fixed in a hole defined by the inner ring. The central axis of the second adapter is collinear with the central axis of the inner ring.

4. The starting device according to claim 1, characterized in that, The connection between the first adapter and the output shaft of the general-purpose motor, and / or the connection between the second adapter and the input shaft of the aero-engine, is a threaded connection or a spline connection.

5. The starting device according to claim 1, characterized in that, It also includes a flexible connecting member disposed between the general-purpose motor and the first adapter and / or between the second adapter and the aircraft engine, for making the central axis of the output shaft of the general-purpose motor collinear with the central axis of the input shaft of the aircraft engine.

6. The starting device according to claim 1, characterized in that, The length of the first input end of the first adapter for connection to the output shaft of the general-purpose motor is adjustable.

7. The starting device according to claim 1, characterized in that, It also includes an overload protection device, which is disposed between the clutch device and the second adapter to disconnect the connection between the clutch device and the second adapter when the transmitted torque between the clutch device and the second adapter is greater than a set value.

8. A starting system for testing an aircraft engine, characterized in that, include: General-purpose motors; as well as The starting device according to any one of claims 1 to 7, wherein the first adapter of the starting device is used to connect to the output shaft of the general-purpose motor.

9. The starting system according to claim 8, characterized in that, The general-purpose motor is a machine tool spindle motor equipped with a spindle.

10. A test system for testing an aircraft engine, characterized in that, include: The starting device according to any one of claims 1 to 7, or the starting system according to claim 8 or 9; An ignition system for igniting the aforementioned aircraft engine; A fuel supply system for supplying fuel to the aircraft engine; as well as A control system for controlling the starting, ignition, and fuel supply of the aircraft engine.

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