Pitch angle stepless adjusting device for aircraft engine performance test

Abstract

The utility model discloses a pitch angle stepless adjusting device for aircraft engine performance test, which belongs to the technical field of aircraft power research and development and comprises a base, a mounting seat and an adjusting rod. And the mounting seat is hinged with the base. The adjusting rod is matched with the mounting base and has at least one movable freedom degree relative to the mounting base. The adjusting rod converts the movement displacement of the adjusting rod into the rotation angle change of the mounting base, and the effective driving stroke is remarkably prolonged through a crank sliding block model. When the tail end of the adjusting rod moves, displacement of a hinge point between the adjusting rod and the mounting seat is geometrically amplified, so that the mounting seat has a great pitch angle adjusting range relative to the base. In addition, the adjusting rod serves as a two-force rod piece to bear the axial load, and the overload problem caused by the fact that the driving device directly bears engine torque and vibrates is avoided. Due to the fact that the adjusting rod moves continuously, stepless adjustment of the installation base is achieved, and meanwhile the large angle range and the high positioning precision can be both considered.

Description

Technical Field

[0001] This utility model belongs to the field of aircraft power research and development technology, specifically a pitch angle stepless adjustment device for testing the performance of an aircraft engine. Background Technology

[0002] In the field of aircraft propulsion system development, dynamic performance testing of engines and propellers is a core step in evaluating propulsion efficiency. Traditional testing equipment mostly adopts a fixed bench structure, using rigid clamps to fix the engine to the test platform, and using triaxial force sensors to collect thrust and torque parameters under static conditions, along with a speed encoder to obtain propeller speed data.

[0003] While such devices can measure basic mechanical parameters, their test conditions differ significantly from actual flight conditions. During complex maneuvers such as climb, dive, and roll, the engine intake airflow, blade angle of attack, and aerodynamic loads all undergo nonlinear changes, and existing test benches cannot reproduce these dynamic attitudes. Some tiltrotor aircraft exhibit significant propulsion efficiency deviations in actual flight because ground testing did not cover large-angle tilting conditions.

[0004] Patent CN219407351U discloses an angle-adjustable engine transport test tray. One end of the base plate is hinged to a support seat, and the other end is controlled by an adjusting screw to move a wedge block on a wedge block mounting plate. The wedge block and the base plate have an inclined contact surface. The interference between the moving wedge block and the base plate raises the end of the base plate, thereby adjusting the tilt angle of the test tray on the base plate. This solution, with its adjustable tray tilt angle structure, can adapt to testing various engine models. However, the angle adjustment range of this solution depends on the tilt angle and apex height of the wedge block, resulting in a small adjustable angle, and it cannot be adjusted in real-time during testing.

[0005] Patent CN210375704U discloses an aero-engine test bench that uses two motors as driving forces and is supported by two slewing bearings to create multiple rotational degrees of freedom, enabling a wide range of engine pitch angle adjustments. However, due to the large mass of the engine and the severe vibrations it generates during operation, this test bench places a significant load on the motors. Utility Model Content

[0006] The purpose of this invention is to provide a stepless pitch angle adjustment device for testing the performance of an aircraft engine, so as to solve the problems mentioned in the prior art.

[0007] A stepless pitch angle adjustment device for testing aircraft engine performance is provided, comprising:

[0008] Base;

[0009] Mounting base, which is hinged to the base;

[0010] An adjusting rod, which cooperates with a mounting base and has at least one degree of freedom of movement relative to the mounting base.

[0011] Furthermore, it also includes a drive device for driving the adjusting rod to move relative to the mounting base.

[0012] The drive unit actively drives the adjustment rod to move via a linear or rotary power source, achieving automated angle control and supporting real-time attitude adjustment in dynamic testing scenarios.

[0013] Furthermore, the driving device includes a linear guide rail, one end of the adjusting rod is hinged to the mounting base, and the other end of the adjusting rod has a degree of freedom to slide along the path of the linear guide rail.

[0014] The end of the adjusting rod slides along the linear guide rail, constraining the motion trajectory of the end of the adjusting rod to a single degree of freedom linear motion, forming a standard crank-slider model.

[0015] Furthermore, the driving device also includes a lead screw and a nut, the nut sliding on the linear guide rail driven by the lead screw, and the end of the adjusting rod away from the mounting base being hinged to the nut.

[0016] The lead screw and nut are threaded together, and the rotational motion of the lead screw is converted into the linear displacement of the nut, driving the end of the adjusting rod to move along the linear guide. The high lead accuracy of the lead screw drive enables fine adjustment of the pitch angle, and the self-locking characteristic prevents angle backlash, ensuring attitude stability during testing and reducing the load on the motor.

[0017] Furthermore, the driving device includes a linear guide rail and an arc-shaped guide rail that are connected to each other. One end of the adjusting rod is hinged to the mounting base, and the other end of the adjusting rod has the degree of freedom to slide along the path of the linear guide rail and the arc-shaped guide rail.

[0018] The curved guide rail connects with the linear guide rail, adapting to the curvature change of the adjustment rod's trajectory as the mounting base rotates. When the adjustment rod moves from the linear guide rail to the curved guide rail, the rod's end tends to rise vertically compared to the linear guide rail. At this point, the distance from the hinge point between the mounting base and the adjustment rod to the platform surface is greater than the rod's length. Based on the principle of triangle formation, this expands the effective length of the drive stroke, thereby increasing the pitch angle adjustment range.

[0019] Furthermore, the driving device also includes a lead screw, a nut, and a sliding trolley. The nut slides on a linear guide rail driven by the lead screw, and the sliding trolley can slide on both the linear guide rail and the arc-shaped guide rail driven by the nut. The end of the adjusting rod away from the mounting base is hinged to the sliding trolley.

[0020] The nut moves linearly along a linear guide rail via a lead screw, while the sliding trolley can slide along an arc-shaped guide rail due to structural adaptability. Therefore, the linear motion of the nut can be converted into the arc-shaped upward motion of the adjusting rod through the transmission of the sliding trolley. The high lead accuracy of the lead screw transmission enables fine-tuning of the pitch angle, and its self-locking characteristic prevents angle backlash, ensuring attitude stability during testing and reducing the load on the motor.

[0021] Furthermore, the drive device also includes a motor, the output shaft of which is engaged with one end of a lead screw.

[0022] The motor provides power input to enable automatic control of the pitch angle during testing.

[0023] Furthermore, a flexible coupling is provided between the motor output shaft and the lead screw.

[0024] The flexible coupling connects the motor and the lead screw, absorbing the impact of motor start-up and shutdown and engine vibration.

[0025] Furthermore, the drive device also includes a handwheel, which engages with one end of the lead screw.

[0026] The handwheel provides manual power input, enabling manual automatic control and adjustment of the pitch angle. The manual mode provides emergency operation capability in case of power failure, enhancing the applicability of the device.

[0027] Furthermore, it also includes a base frame, the bottom of which is provided with several energy-absorbing devices.

[0028] The underframe uses energy-absorbing devices to dampen engine vibration energy, reducing vibration acceleration and preventing test data distortion. This also reduces the risk of mechanism resonance and ensures structural safety during large-angle testing.

[0029] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0030] The adjusting rod converts its own displacement into a change in the rotation angle of the mounting base, significantly extending the effective drive stroke using a crank-slider model. When the end of the adjusting rod moves, the displacement of the hinge point between the adjusting rod and the mounting base is geometrically amplified, giving the mounting base a very wide pitch angle adjustment range relative to the base. Furthermore, the adjusting rod, acting as a two-force member, bears the axial load, avoiding overload problems caused by the drive unit directly bearing engine torque and vibration. Because the adjusting rod moves continuously, the mounting base achieves stepless adjustment while maintaining a large angle range and high positioning accuracy. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this drawing 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 this drawing. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0032] Figure 1 This is a schematic diagram of the overall structure of the stepless pitch adjustment device.

[0033] Figure 2 for Figure 1 Enlarged view of region A in the middle;

[0034] Figure 3 This is one of the partial structural schematic diagrams of a stepless pitch angle adjustment device;

[0035] Figure 4 This is the second partial structural schematic diagram of the pitch angle stepless adjustment device.

[0036] In the diagram: 1. Base; 2. Mounting seat; 3. Adjusting rod; 4. Drive device; 41. Linear guide rail; 42. Arc guide rail; 43. Lead screw; 44. Nut; 45. Sliding trolley; 46. Motor; 47. Handwheel; 5. Flexible coupling; 6. Base frame; 7. Energy absorption device. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be described and explained below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present utility model and are not intended to limit the present utility model. All other embodiments obtained by those skilled in the art based on the embodiments provided by this utility model without inventive effort are within the scope of protection of this utility model.

[0038] Obviously, the accompanying drawings described below are merely some examples or embodiments of this utility model. Those skilled in the art can apply this utility model to other similar scenarios without any creative effort. Furthermore, it is understood that although the efforts made in this development process may be complex and lengthy, for those skilled in the art related to the content disclosed in this utility model, any changes to the design, manufacturing, or production methods based on the disclosed technical content are merely conventional technical means and should not be construed as insufficient disclosure of this utility model.

[0039] However, there may be instances where unnecessary detailed descriptions are omitted. For example, detailed descriptions of well-known matters or repetitive descriptions of essentially the same structures may be omitted. This is to avoid making the following description unnecessarily lengthy and to facilitate understanding by those skilled in the art. Furthermore, the accompanying drawings and the following description are provided to enable those skilled in the art to fully understand this utility model and are not intended to limit the subject matter of the claims.

[0040] Please see Figure 1-2 As shown in the embodiment of this utility model, the stepless pitch angle adjustment device for testing aircraft engine performance includes a base 1, a mounting base 2, and an adjustment rod 3. The mounting base 2 is hinged to the base 1. The adjustment rod 3 cooperates with the mounting base 2 and has at least one degree of freedom of movement relative to the mounting base 2.

[0041] Mounting bracket 2 is used to fix the engine assembly and is equipped with performance testing modules such as torque sensors and tension / compression sensors. Base 1 serves as a fixed reference, providing a stable rotational fulcrum for mounting bracket 2 and the engine on it. By constraining the rotational freedom of mounting bracket 2 through hinge points, its movement is limited to rotation around a single axis, ensuring that the combined displacement of adjusting rod 3 can be directionally converted into rotational angle. The adjusting rod 3, through a crank-slider mechanism design, amplifies the rotational stroke of mounting bracket 2, enabling a wide range of pitch angle adjustment.

[0042] The adjustment device also includes a drive device 4, which drives the end of the adjustment rod 3 to move through a linear actuator to generate a precise displacement. It can be linked with the flight control simulation system to reproduce the changes in the aircraft's attitude angle in real time during the test, so as to obtain the engine's various performance parameters under different attitudes.

[0043] For ease of description, the end of the adjusting rod 3 that is hinged to the mounting base 2 will be referred to as the actuating end, and the other end of the adjusting rod 3 as the moving end. The mounting base 2 and the base 1 have a hinged rotating end, and the end of the mounting base 2 driven by the adjusting rod 3 is the forced end. The top surface of the base 1 extends downwards from the rotating end towards the forced end of the mounting base 2, forming a downwardly inclined surface, providing clearance for the downward rotation of the mounting base 2 and avoiding structural interference.

[0044] In one embodiment, see Figure 2 and Figure 3 As shown, the drive device 4 includes a linear guide rail 41, the actuating end of the adjusting rod 3 is hinged to the mounting base 2, and the moving end of the adjusting rod 3 slides on the predetermined path of the linear guide rail 41 under the driving action.

[0045] In one specific embodiment, the horizontal state of the mounting base 2 is the initial state. At this time, the moving end of the adjusting rod 3 still has a stroke to move in both directions on the linear guide rail 41. When the moving end of the adjusting rod 3 moves towards the forced end of the mounting base 2 on the linear guide rail 41, the actuating end of the adjusting rod 3 pushes the mounting base 2 to rise and rotate. Before the moving end and the actuating end of the adjusting rod 3 coincide in the vertical direction, the adjusting rod 3 has a continuous upward rotational driving force on the mounting base 2. When the moving end of the adjusting rod 3 moves away from the forced end of the mounting base 2 on the linear guide rail 41, the actuating end of the adjusting rod 3 pulls the mounting base 2 downward and rotates. Before the mounting base 2 contacts the inclined top surface of the base 1, the adjusting rod 3 has a continuous downward rotational driving force on the mounting base 2.

[0046] Furthermore, the drive unit 4 also includes a lead screw 43 and a nut 44. The nut 44 is threadedly connected to the lead screw 43 and is fitted with a linear guide rail 41 for limiting. The lead screw 43 rotates under driving force, driving the nut 44 to slide along a straight path on the linear guide rail 41. The moving end of the adjusting rod 3 is hinged to the nut 44. The displacement gain is set by the lead of the lead screw 43. The smaller the lead, the smaller the average movement path at the same speed, which can significantly improve the angle adjustment resolution. When the lead angle of the lead screw 43 is less than the friction angle, the system automatically locks its position in the power-off state, effectively preventing the mounting base 2 from tipping over and damaging the test engine when power is off or the driving force fails.

[0047] In one embodiment, the drive device 4 includes a linear guide rail 41 and an arcuate guide rail 42 connected to each other, such that the moving end of the adjusting rod 3 has a staged continuous path of linear movement and arcuate upward movement. The actuating end of the adjusting rod 3 is hinged to the mounting base 2.

[0048] In one specific embodiment, the horizontal state of the mounting base 2 is the initial state. At this time, the moving end of the adjusting rod 3 still has a stroke to move in both directions on the linear guide rail 41. When the moving end of the adjusting rod 3 moves towards the forced end of the mounting base 2 on the linear guide rail 41, the actuating end of the adjusting rod 3 pushes the mounting base 2 to rise and rotate. Further, the moving end of the adjusting rod 3 continues to travel and enters the arc-shaped guide rail 42 stage. Under the structural limitation of the arc-shaped guide rail 42, the moving end of the adjusting rod 3 rises in an arc. At this time, the distance between the actuating end of the adjusting rod 3 and the linear guide rail 41 is greater than the length of the adjusting rod 3 itself, which can force the mounting base 2 to rise and rotate further. Compared with the single linear guide rail 41 structure, the combined path structure of the linear guide rail 41 and the arc-shaped guide rail 42 gives the mounting base 2 a larger upward rotation angle, thereby realizing a wider range of attitude simulation scenarios. When the moving end of the adjusting rod 3 moves away from the forced end of the mounting base 2 on the linear guide rail 41, the actuating end of the adjusting rod 3 pulls the mounting base 2 downward and rotates. Before the mounting base 2 contacts the inclined top surface of the base 1, the adjusting rod 3 has a continuous downward rotation driving force on the mounting base 2.

[0049] Further, please refer to Figure 2 and Figure 4 As shown, the drive device 4 also includes a lead screw 43, a nut 44, and a sliding trolley 45. The nut 44 is threadedly connected to the lead screw 43 and only engages with the linear guide rail 41 for positioning. The lead screw 43 rotates under driving force, driving the nut 44 to slide along a straight path on the linear guide rail 41. The end of the lead screw 43 passes through the arc-shaped guide rail 42 to avoid structural interference. One end of the sliding trolley 45 engages with the nut 44 and moves on the linear guide rail 41 and the arc-shaped guide rail 42 under the drive of the nut 44. The other end of the sliding trolley 45 is hinged to the moving end of the adjusting rod 3. The bottom of the sliding trolley 45 has a groove to avoid the lead screw 43. Compared to the single linear guide rail 41 structure, the linear guide rail 41 in this system requires an additional path of matching length to the sliding trolley 45.

[0050] Furthermore, the sliding trolley 45 can be composed of several trolley units that are hinged to each other. When the sliding trolley 45 moves on the arc-shaped guide rail 42, the several trolley units perform adaptive angle adjustment and move along a predetermined path under the limit of the arc-shaped guide rail 42.

[0051] Driven by the lead screw 43, the nut 44 pushes the sliding trolley 45. When the sliding trolley 45 is within the stroke range of the linear guide rail 41, the angle drive of the adjusting rod 3 on the mounting base 2 is the same as that of the single linear guide rail 41 system. When the sliding trolley 45 enters the stroke range of the arc-shaped guide rail 42 under the drive of the nut 44, the sliding trolley 45 drives the moving end of the adjusting rod 3 to rise in an arc shape, thereby driving the actuating end of the adjusting rod 3 to drive the mounting base 2 to rotate further.

[0052] Please see Figure 3 and Figure 4 As shown, the drive unit 4 includes two drive modes: a motor 46 and a handwheel 47, namely automatic drive and manual drive. The motor 46 and handwheel 47 are respectively located at both ends of the lead screw 43. The motor 46 achieves rapid response through servo control to meet the real-time simulation requirements of aircraft maneuvering attitude. In the event of motor 46 failure, power failure, or control system failure, the handwheel 47 provides a mechanical redundancy operation channel to prevent test interruption or equipment lockup.

[0053] Please see Figure 3 and Figure 4 As shown, an elastic coupling 5 is provided between the output shaft of the motor 46 and the lead screw 43. The elastic coupling 5 serves as a flexible connection between the motor 46 and the lead screw 43. Through the damping characteristics and deformation capacity of the elastic element, it absorbs the high-frequency vibration energy of the engine, isolates the test system from the drive system, and protects the motor 46.

[0054] Please see Figure 1 As shown, the adjustment device also includes a base frame 6, and several energy-absorbing devices 7 are installed at the bottom of the base frame 6. The energy-absorbing devices 7 are selected from spring dampers or rubber layer dampers. The wideband vibration generated during engine testing may cause data distortion problems when transmitted to the testing device, such as causing a decrease in the signal-to-noise ratio of the output signal of the six-dimensional force sensor. The energy-absorbing devices 7 limit the vibration acceleration transmitted to the testing device through vibration energy damping and dissipation, thereby improving data accuracy.

[0055] It should be noted that this utility model is not limited to the above-described embodiments. The above embodiments are merely examples, and any embodiments with the same structure and function as the technical concept within the scope of this utility model are included within the technical scope of this utility model. Furthermore, various modifications that can be conceived by those skilled in the art to the embodiments, and other ways of constructing by combining some of the constituent elements of the embodiments, are also included within the scope of this utility model without departing from the spirit of this utility model.

Claims

1. A stepless pitch angle adjustment device for testing aircraft engine performance, characterized in that, include: Base (1); Mounting base (2), which is hinged to the base (1); Adjusting rod (3), which cooperates with mounting base (2) and has at least one degree of freedom of movement relative to mounting base (2).

2. The pitch angle stepless adjustment device for aircraft engine performance testing according to claim 1, characterized in that, It also includes a drive device (4) for driving the adjusting rod (3) to move relative to the mounting base (2).

3. The pitch angle stepless adjustment device for testing aircraft engine performance according to claim 2, characterized in that, The drive device (4) includes a linear guide rail (41), one end of the adjusting rod (3) is hinged to the mounting base (2), and the other end of the adjusting rod (3) has a degree of freedom to slide along the path of the linear guide rail (41).

4. The pitch angle stepless adjustment device for aircraft engine performance testing according to claim 3, characterized in that, The drive device (4) also includes a lead screw (43) and a nut (44). The nut (44) slides on the linear guide rail (41) driven by the lead screw (43). The end of the adjusting rod (3) away from the mounting base (2) is hinged to the nut (44).

5. The pitch angle stepless adjustment device for testing aircraft engine performance according to claim 2, characterized in that, The drive device (4) includes a linear guide rail (41) and an arc-shaped guide rail (42) connected to each other. One end of the adjusting rod (3) is hinged to the mounting base (2), and the other end of the adjusting rod (3) has the freedom to slide along the path of the linear guide rail (41) and the arc-shaped guide rail (42).

6. The pitch angle stepless adjustment device for testing aircraft engine performance according to claim 5, characterized in that, The drive device (4) also includes a lead screw (43), a nut (44) and a sliding trolley (45). The nut (44) slides on the linear guide rail (41) driven by the lead screw (43). The sliding trolley (45) can slide on the linear guide rail (41) and the arc guide rail (42) driven by the nut (44). The end of the adjusting rod (3) away from the mounting base (2) is hinged to the sliding trolley (45).

7. A stepless pitch angle adjustment device for testing aircraft engine performance according to claim 4 or 6, characterized in that, The drive device (4) also includes a motor (46), the output shaft of which is engaged with one end of the lead screw (43).

8. The pitch angle stepless adjustment device for testing aircraft engine performance according to claim 7, characterized in that, A flexible coupling (5) is provided between the output shaft of the motor (46) and the lead screw (43).

9. A stepless pitch angle adjustment device for testing aircraft engine performance according to claim 4 or 6, characterized in that, The drive device (4) also includes a handwheel (47), which is engaged with one end of the lead screw (43).

10. The pitch angle stepless adjustment device for testing aircraft engine performance according to claim 1, characterized in that, It also includes a base frame (6), the bottom of which is provided with several energy-absorbing devices (7).

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