An aircraft engine test bench

Abstract

This invention provides an aero-engine test bench, comprising a main body, a movable frame, and a testing component. The main body supports and secures the aero-engine. The movable frame is mounted on the main body and can move along the axial direction of the aero-engine. The testing component is mounted on the movable frame and includes a measuring head. The measuring head is configured to contact the outer wall of the aero-engine to detect vibration pressure. This invention integrates vibration pressure detection into the test bench by incorporating a testing structure including a movable frame and a testing component on the main body. This effectively solves the technical problems of time-consuming, labor-intensive, and unreliable temporary installation of pressure sensors on existing test benches for vibration pressure detection. Furthermore, because the movable frame can move along the axial direction of the aero-engine, the measuring head can follow the movable frame to different axial positions on the outer wall of the aero-engine for contact measurement.

Description

Technical Field

[0001] This utility model relates to the technical field of aero-engine testing equipment, and more specifically, to an aero-engine test bench. Background Technology

[0002] The content in this section only provides background information related to this utility model and may not constitute prior art.

[0003] During the test runs of aero engines, the vibrations generated by the engine can affect the stability of the engine itself and even the test bench structure. Therefore, it is necessary to monitor the vibration pressure on the outer wall of the aero engine in real time during the test runs.

[0004] However, the core functions of currently widely used aero-engine test benches are mainly focused on supporting, fixing, supplying fuel, acquiring data, and measuring thrust of the aero-engine, and they typically do not integrate a detection structure for vibration and pressure testing. When vibration and pressure testing is required, temporary measures are usually taken, such as temporarily installing pressure sensors that contact the outer wall of the aero-engine on the test bench. Because the test bench does not have a pre-designed structure for installing pressure sensors, this method of temporarily installing pressure sensors is time-consuming, labor-intensive, and has poor reliability. Utility Model Content

[0005] In view of this, the purpose of this utility model is to provide an aircraft engine test bench, so as to overcome at least the drawbacks of existing test benches that do not integrate a detection structure for detecting vibration pressure.

[0006] The objective of this utility model is achieved through the following technical solution: An embodiment of this utility model provides an aero-engine test bench, comprising: The main frame is used to support and secure the aircraft engine; A movable frame is mounted on the main body of the platform and can move along the axial direction of the aero-engine; A detection assembly, mounted on the movable frame, includes a measuring head configured to contact the outer wall of the aircraft engine to detect vibration pressure of the aircraft engine.

[0007] Optionally, the mobile frame includes a non-closed mounting portion extending along the outer periphery of the aircraft engine, and the mounting portion is provided with a plurality of mounting positions arranged sequentially along the circumference of the aircraft engine, and the detection component is installed in any one of the plurality of mounting positions.

[0008] Optionally, the mounting location is provided with a mounting hole that penetrates the mounting portion radially along the aircraft engine; The detection assembly also includes a screw; the screw passes through the mounting hole and is connected to the measuring head, and the screw is threadedly connected to the mounting hole.

[0009] Optionally, the measuring head includes: Mounting base, detachably connected to the screw; A pressure sensor is mounted on the mounting base to detect the vibration pressure.

[0010] Optionally, the measuring head may also include a flexible protective pad; The flexible protective pad is installed on the mounting base and covers the detection head of the pressure sensor.

[0011] Optionally, the mounting base is threadedly connected to the screw.

[0012] Optionally, the screw is threaded with two locking nuts, which are located on opposite sides of the mounting portion.

[0013] Optionally, the main body of the test bench is provided with a guide rail extending along the axial direction of the aero-engine, and a guide rail clamp is slidably connected to the guide rail, and the movable frame is connected to the guide rail clamp.

[0014] Optionally, there are two guide rails, which are symmetrically distributed on both sides of the aero-engine.

[0015] Optionally, the aircraft engine test bench also includes a control system, which is communicatively connected to the measuring head.

[0016] The technical solution of this utility model embodiment has at least the following advantages and beneficial effects: The aero-engine test bench provided by this utility model integrates vibration and pressure detection functions by setting a detection structure including a movable frame and detection components on the main body of the bench. This effectively solves the technical problems of time-consuming, labor-intensive, and unreliable temporary installation of pressure sensors on existing test benches for vibration and pressure detection. At the same time, because the movable frame can move along the axial direction of the aero-engine, the measuring head can follow the movable frame to different axial positions on the outer wall of the aero-engine for contact measurement, effectively improving the flexibility of the test bench. Attached Figure Description

[0017] Figure 1 A schematic diagram of the structure of an aero-engine test bench provided for an embodiment of this utility model; Figure 2 for Figure 1 Enlarged view of the local structure at point A; Figure 3 for Figure 1 Enlarged view of the local structure at point B; Figure 4 A schematic diagram of the structure of the movable frame provided in an embodiment of this utility model; Figure 5 A schematic diagram of the structure of the detection component provided in an embodiment of this utility model; Figure 6 A partial structural cross-sectional view of the detection component provided in an embodiment of this utility model.

[0018] Icons: 10-Body of the test bench, 20-Moving frame, 21-Mounting part, 22-Mounting hole, 30-Detection component, 31-Measuring head, 311-Mounting base, 312-Pressure sensor, 313-Flexible protective pad, 32-Screw, 33-Locking nut, 40-Guide rail, 41-Guide rail clamp, 50-Guide rail clamp, 100-Aircraft engine. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below in conjunction with specific embodiments. The same reference numerals in the accompanying drawings represent the same components. It should be noted that the described embodiments are only some, not all, of the embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the described embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0020] Compared to the embodiments shown in the accompanying drawings, feasible embodiments within the scope of protection of this utility model may have fewer components, have other components not shown in the drawings, different components, components with different arrangements, or components with different connections, etc. Furthermore, two or more components in the drawings may be implemented in a single component, or a single component shown in the drawings may be implemented as multiple separate components.

[0021] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components.

[0022] An embodiment of this utility model provides a test bench, and more particularly a test bench that can be used for an aircraft engine 100.

[0023] Figure 1 The schematic diagram illustrates the structure of the test bench provided by this utility model; Figure 2 for Figure 1A magnified view of the local structure at point A in the middle. (See image below.) Figure 1 and Figure 2 As shown, according to an embodiment of the present invention, the test bench may include a bench body 10, a movable frame 20, and a testing component 30.

[0024] The test bench body 10 is mainly used to support and fix the aero-engine 100. For example, the test bench body 10 can be a frame structure, ensuring structural stability while minimizing its weight. The specific structure of the test bench body 10 can refer to the structural design of existing aero-engine test benches. Since this invention does not modify the structure of the test bench body 10, its structure will not be described in detail.

[0025] A movable frame 20 is mounted on the test bench body 10 and is configured to move axially along the aircraft engine 100. A detection assembly 30 is mounted on the movable frame 20 and includes a measuring head 31. The measuring head 31 is configured to contact the outer wall of the aircraft engine 100 to detect the vibration pressure of the aircraft engine 100.

[0026] Based on the above configuration, the movable frame 20 and the detection component 30 together constitute a detection structure capable of detecting vibration pressure. In practical applications, after the aero-engine 100 is fixed on the test bench 10, the movable frame 20 can be moved to a suitable position as needed until the measuring head 31 of the detection component 30 on the movable frame 20 contacts the target position on the outer wall of the aero-engine 100 (i.e., the position where vibration pressure needs to be detected). Subsequently, during the test run of the aero-engine 100, the vibration pressure at the predetermined position on the outer wall of the aero-engine 100 can be detected in real time through the measuring head 31.

[0027] According to an embodiment of this utility model, by setting a detection structure including a movable frame 20 and a detection component 30 on the test bench body 10, the test bench integrates vibration and pressure detection functions, effectively solving the technical problems of time-consuming, labor-intensive, and unreliable temporary installation of pressure sensors on existing test benches for vibration and pressure detection. Meanwhile, since the movable frame 20 can move along the axial direction of the aero-engine 100, the measuring head 31 can follow the movable frame 20 to different axial positions on the outer wall of the aero-engine 100 for contact measurement, effectively improving the flexibility of the test bench.

[0028] In some possible embodiments, the movement of the movable frame 20 can be achieved, but is not limited to, in the manner described below.

[0029] Combination Figure 1 and Figure 3As shown, a guide rail 40 extending along the axial direction of the aircraft engine 100 can be installed on the main body 10 of the test bench. A guide rail clamp 50 is slidably connected to the guide rail 40, and a movable frame 20 is connected to the guide rail clamp 50. The movable frame 20 and the guide rail clamp 50 can be detachably connected by bolts to facilitate the assembly and disassembly of the movable frame 20.

[0030] For example, the guide rail clamp 50 can be a manual guide rail clamp 50. With this type of guide rail clamp 50, under normal conditions, the guide rail clamp 50 slides in conjunction with the guide rail 40, and the guide rail clamp 50 grips the guide rail 40, thus preventing the guide rail clamp 50 from sliding on the guide rail 40, thereby achieving the purpose of locking the position of the movable frame 20. Correspondingly, when it is necessary to move the movable frame 20, the handle of the guide rail clamp 50 is operated to release the guide rail clamp 50 from gripping the guide rail 40. Then, the guide rail clamp 50 can drive the movable frame 20 to slide synchronously on the guide rail 40. When the movable frame 20 moves to the target position, the guide rail clamp 50 is operated again to grip the guide rail 40, thereby locking the position of the movable frame 20 to prevent displacement. The operation is simple and convenient.

[0031] This design provides the movable frame 20 with smooth axial movement guidance and reliable locking function, enabling the movable frame 20 to be easily moved to the target position and quickly locked, ensuring the accuracy of axial positioning and ease of operation.

[0032] Furthermore, referring to Figure 1 As shown, there can be two guide rails 40, and the two guide rails 40 are symmetrically distributed on both sides of the aircraft engine 100. By setting two symmetrically distributed guide rails 40, more stable support is provided for the movable frame 20, and the stability of the movable frame 20 is enhanced.

[0033] In some possible embodiments, such as Figure 4 As shown, the movable frame 20 may include a non-closed mounting portion 21 extending along the outer periphery of the aircraft engine 100. Both ends of the mounting portion 21 are movably connected to the frame body 10, and in particular detachably connected to guide rail clamps 50 on each guide rail 40, so that the movable frame 20 possesses the aforementioned movement function. Exemplarily, the movable frame 20 may have an inverted U-shaped structure.

[0034] The mounting section 21 has multiple mounting positions arranged sequentially along the circumference of the aircraft engine 100. The detection component 30 is mounted at any one of these mounting positions. That is, each mounting position is suitable for mounting the detection component 30.

[0035] By setting a non-closed mounting section 21 and providing multiple mounting positions suitable for mounting the detection component 30 on the mounting section 21, it is possible not only to avoid interference between the moving frame 20 and the aircraft engine 100 when the moving frame 20 moves, but also to allow the detection component 30 to be flexibly installed at any mounting position in the circumference of the aircraft engine 100, thereby providing the possibility of detecting vibration pressure at multiple different positions in the circumference of the aircraft engine 100.

[0036] It is worth noting that in practical applications, the number of detection components 30 can be set according to actual detection needs. When there are multiple detection components 30, each detection component 30 only needs to be installed in a corresponding installation position.

[0037] To simplify the installation process of the detection component 30 as much as possible, combined with Figure 2 and Figure 4 As shown, each mounting position is provided with a mounting hole 22 that penetrates the mounting portion 21 radially along the aircraft engine 100.

[0038] The detection assembly 30 also includes a screw 32. The screw 32 passes through the mounting hole 22 and connects to the measuring head 31. The screw 32 is threaded into the mounting hole 22. The engagement of the screw 32 with the mounting hole 22 provides a simple and reliable radial adjustment method while simultaneously mounting the detection assembly 30 onto the mounting part 21. This allows the operator to adjust the radial position of the measuring head 31 in the aero-engine 100 by rotating the screw 32, thereby facilitating better contact between the measuring head 31 and the outer wall of the aero-engine 100.

[0039] Furthermore, combined Figure 2 and Figure 5 As shown, two locking nuts 33 can also be threaded onto the screw 32. The two locking nuts 33 are located on opposite sides of the mounting part 21. With the locking nuts 33, after the screw 32 passes through the mounting hole 22 and is connected to the measuring head 31, the two locking nuts 33 can be screwed on to lock the two locking nuts 33 onto opposite sides of the mounting part 21, thereby effectively preventing the screw 32 from loosening or shifting.

[0040] In some possible embodiments, combined Figure 5 and Figure 6 As shown, the measuring head 31 may include a mounting base 311 and a pressure sensor 312. The mounting base 311 is detachably connected to the screw 32. The mounting base 311 is provided with a mounting groove, and the pressure sensor 312 can be installed in the mounting groove on the mounting base 311. The detection head of the pressure sensor 312 can contact the outer wall of the aircraft engine 100 to detect the vibration pressure of the aircraft engine 100.

[0041] With this configuration, during the actual installation of the detection component 30, the detection head of the pressure sensor 312 can first be brought into contact with the outer wall of the aircraft engine 100. Then, the screw 32 can be passed through the corresponding mounting hole 22 until the end of the screw 32 reaches the measuring head 31. Finally, the screw 32 can be connected to the mounting base 311 of the measuring head 31. This design not only facilitates the installation of the detection component 30 but also enables the rapid disassembly and replacement of the measuring head 31.

[0042] For example, the mounting base 311 and the screw 32 are threaded together to simplify the connection process between the mounting base 311 and the screw 32.

[0043] Furthermore, continue to refer to Figure 5 or Figure 6 The measuring head 31 may also include a flexible protective pad 313. The flexible protective pad 313 is mounted on the mounting base 311 and covers the detection head of the pressure sensor 312. By providing the flexible protective pad 313, direct hard contact between the detection head of the pressure sensor 312 and the outer wall of the aircraft engine 100 can be avoided, thus protecting the outer surface of the aircraft engine 100 and reducing the risk of damage to the pressure sensor 312 due to overload or point contact. For example, the flexible protective pad 313 may be a rubber pad.

[0044] In some possible embodiments, the test bench may also include a control system (not shown in the figure). Exemplarily, the control system may be a controller found on existing aero-engine test benches. This control system is communicatively connected to the measuring head 31, particularly the pressure sensor 312, so that the control system can receive vibration pressure signals from the measuring head 31, thereby enabling automatic acquisition and recording of vibration pressure data, facilitating subsequent vibration pressure data analysis and processing.

[0045] For example, the aforementioned pressure sensor 312 may be a pressure sensor 312 with wireless communication function, so that the pressure sensor 312 can communicate wirelessly with the control system.

[0046] The above are merely preferred embodiments of this utility model and are not intended to limit the scope of this utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. An aeroengine test bed, characterised in that, include: The main frame is used to support and secure the aircraft engine; A movable frame is mounted on the main body of the platform and can move along the axial direction of the aero-engine; A detection assembly, mounted on the movable frame, includes a measuring head configured to contact the outer wall of the aircraft engine to detect vibration pressure of the aircraft engine.

2. The aeroengine test bed of claim 1, wherein, The mobile frame includes a non-closed mounting section extending along the outer periphery of the aero-engine. The mounting section has multiple mounting positions arranged sequentially along the circumference of the aero-engine, and the detection component is installed at any one of the multiple mounting positions.

3. The aeroengine test bed of claim 2, wherein, The mounting location is provided with a mounting hole that penetrates the mounting portion radially along the aircraft engine; The detection assembly also includes a screw; the screw passes through the mounting hole and is connected to the measuring head, and the screw is threadedly connected to the mounting hole.

4. The aeroengine test bed of claim 3, wherein, The measuring head includes: Mounting base, detachably connected to the screw; A pressure sensor is mounted on the mounting base to detect the vibration pressure.

5. The aeroengine test bed of claim 4, wherein, The measuring head also includes a flexible protective pad; The flexible protective pad is installed on the mounting base and covers the detection head of the pressure sensor.

6. The aeroengine test bed of claim 4, wherein, The mounting base is threadedly connected to the screw.

7. The aeroengine test bed of claim 3, wherein, The screw is threaded with two locking nuts, which are located on opposite sides of the mounting portion.

8. The aeroengine test bed of claim 1, wherein, The main body of the test bench is provided with a guide rail extending along the axial direction of the aero-engine, and a guide rail clamp is slidably connected to the guide rail, and the movable frame is connected to the guide rail clamp.

9. The aeroengine test bed of claim 8, wherein, There are two guide rails, which are symmetrically distributed on both sides of the aero engine.

10. The aeroengine test bed of claim 1, wherein, It also includes a control system, which is communicatively connected to the measuring head.

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