An aircraft static tension performance calibration system

Abstract

The utility model relates to aircraft detection equipment technical field, concretely is an aircraft static tensile performance calibration system, include: test bench, test bench top is equipped with test platform, test platform top surface is equipped with main shaft, and the motor and propeller are installed to the front end of main shaft through flange frame, the last end of main shaft is equipped with first pull pressure sensor, and the torque transmission rod is equipped under flange frame, and the second pull pressure sensor is connected through transmission structure to the lower end of torque transmission rod. The utility model, will detect the sensor of pull pressure and detect torque separate arrangement, through independent force transmission path carries out measurement, has eliminated the mutual interference among traditional series structure, has improved measurement accuracy and reliability, through the main shaft is post, has simplified the installation mode of motor, and the pull pressure and torque that motor and propeller produce can directly be transmitted to main shaft, need not pass through the shaft coupling, has simplified the system, when replacing motor and propeller, need not adjust main shaft, has improved the versatility and test efficiency.

Description

Technical Field

[0001] This utility model relates to the field of aircraft testing equipment technology, specifically an aircraft static tensile performance calibration system. Background Technology

[0002] With the increasing energy density of power batteries, electric propulsion systems are being used more and more in transportation. In aircraft electric propulsion systems, the matching of the motor and propeller is crucial to the performance of aircraft such as drones. Proper matching can improve system efficiency, stability, and reliability. During testing and adjustment, the matching effect of the motor and propeller is generally calibrated by measuring the static thrust performance obtained by different motor and propeller combinations.

[0003] The current mainstream testing method is to use a main shaft equipped with tension and torque sensors, with the motor and propeller installed at both ends of the main shaft. By measuring the tension, compression and torque on the main shaft, the performance indicators of the aircraft can be obtained.

[0004] In this testing method, the torque sensor and the tension / compression sensor are connected in series via the main shaft. This can easily lead to interference during actual testing, reducing accuracy and impacting sensor lifespan. Secondly, different motors and propellers typically require different couplings or reducers to match the main shaft, making the process cumbersome. Furthermore, after adjusting the mechanical structure, the sensors need to be recalibrated, resulting in low efficiency. Utility Model Content

[0005] To overcome the above deficiencies, this utility model provides an aircraft static tensile performance calibration system.

[0006] The technical solution of this utility model is:

[0007] An aircraft static tensile performance calibration system, comprising:

[0008] A test bench is provided on the top of the test bench. A main shaft is horizontally mounted on the top surface of the test bench through at least two linear bearings. A flange is provided at the front end of the main shaft. A motor is installed at the front end of the flange. A propeller is installed on the output shaft of the motor.

[0009] A first tension / compression sensor is coaxially mounted at the end of the main shaft, and a torque transmission rod is radially mounted below the flange. The lower end of the torque transmission rod is connected to a second tension / compression sensor via a transmission structure.

[0010] Preferably, the test platform is set horizontally, with a height of not less than 3.6m from the ground, and the top surface of the test platform can be used for operators to stand on.

[0011] Preferably, the first tension / compression sensor is fixedly mounted on the top surface of the test bench by a first sensor bracket, and an anti-detachment baffle is connected through the end of the spindle that passes through the first tension / compression sensor. A thrust bearing is provided between the front side of the first tension / compression sensor and the spindle.

[0012] Preferably, the flange includes a spindle flange, which is fixedly installed at the front end of the spindle. A motor flange is provided parallel to the front side of the spindle flange, and the motor is horizontally installed at the front end of the motor flange.

[0013] Preferably, a vibration isolation column is provided between the main spindle flange and the motor flange, and the torque transmission rod is fixedly connected to the main spindle flange and perpendicular to the main spindle axis.

[0014] Preferably, the second tension / compression sensor is fixedly mounted on the bottom surface of the test bench via a second sensor bracket, and the axis of the second tension / compression sensor is perpendicular to the axis of the main shaft.

[0015] Preferably, the transmission structure includes a second linear bearing, which is horizontally mounted on the front side of the second tension / compression sensor and perpendicular to the axis of the second tension / compression sensor. The bottom end of the torque transmission rod is slidably connected to the second linear bearing via a pin.

[0016] Compared with the prior art, the beneficial effects of this utility model are:

[0017] This invention separates the sensors for detecting tension / compression and torque, and measures them through independent force transmission paths, eliminating mutual interference in traditional series structures and improving measurement accuracy and reliability. By placing the main shaft at the rear, the installation of the motor is simplified, and the tension / compression and torque generated by the motor and propeller can be directly transmitted to the main shaft without the need for a coupling, simplifying the system. When replacing the motor and propeller, no adjustment to the main shaft is required, improving versatility and testing efficiency. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0019] Figure 2 for Figure 1 Enlarged schematic diagram of the structure at point A in the middle;

[0020] Figure 3 for Figure 1 Enlarged schematic diagram of the structure at point B;

[0021] Figure 4 This is an exploded view of the test component structure in this utility model.

[0022] The meanings of the labels in the diagram are as follows:

[0023] 1. Test bench; 2. Test bench; 3. Linear bearing; 4. Spindle; 5. First sensor bracket; 6. First tension / compression sensor; 7. Thrust bearing; 8. Anti-detachment baffle; 9. Spindle flange; 10. Vibration isolation column; 11. Motor flange; 12. Motor; 13. Propeller; 14. Second sensor bracket; 15. Second tension / compression sensor; 16. Second linear bearing; 17. Torque transmission rod; 18. Pin. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] Example 1:

[0026] Please see Figure 1-4 The present invention will describe the above technical solution in detail through the following embodiments:

[0027] An aircraft static tensile performance calibration system, comprising:

[0028] Test bench 1, test bench 2 is provided on the top of test bench 1, a main shaft 4 is horizontally provided on the top surface of test bench 2 through at least two linear bearings 3, a flange is provided at the front end of the main shaft 4, a motor 12 is installed at the front end of the flange, and a propeller 13 is installed on the output shaft of the motor 12.

[0029] The linear bearing 3 can limit the position of the spindle 4 and meet the needs of the spindle 4 for axial movement and rotation.

[0030] Test bench 1 shall include at least three columns made of square steel pipes, which shall be arranged at an angle and cross each other, with a horizontal steel plate welded to the top to serve as a standing platform. Guardrails shall be installed at the top edge of the platform to prevent personnel from falling.

[0031] The guardrail can be detachable for easy access by users.

[0032] It should be noted that ladders need to be installed on the side of the platform as a means for people to go up and down. Ladders are well-known climbing tools, and those in the field can easily think of ways to use them. Therefore, no restrictions are imposed here, nor are they shown in the figure.

[0033] Test platform 2 is set horizontally, and the height of test platform 2 from the ground is not less than 3.6m. The top surface of test platform 1 can be used for operators to stand on.

[0034] The height of test stand 2 determines the maximum radius of the propeller 13 that can be tested.

[0035] A first tension / compression sensor 6 is coaxially mounted at the end of the main shaft 4, and a torque transmission rod 17 is radially mounted below the flange. The lower end of the torque transmission rod 17 is connected to a second tension / compression sensor 15 through a transmission structure.

[0036] The first tension / compression sensor 6 is used to detect the axial torque on the spindle 4.

[0037] The second tension / compression sensor 15 is used to detect the torque applied to the end of the torque transmission rod 17.

[0038] The first tension / compression sensor 6 is fixedly installed on the top surface of the test bench 2 via the first sensor bracket 5. The end of the main shaft 4 passes through the first tension / compression sensor 6 and is connected to an anti-detachment baffle 8. A thrust bearing 7 is provided between the front side of the first tension / compression sensor 6 and the main shaft 4.

[0039] The anti-detachment baffle 8 is sleeved with the main shaft 4 and then fixed with a nut. The anti-detachment baffle 8 and the thrust bearing 7 are used to limit the position of the main shaft 4 and prevent the main shaft 4 from detaching from the first sensor bracket 5.

[0040] The flange includes a main spindle flange 9, which is fixedly installed at the front end of the main spindle 4. A motor flange 11 is provided parallel to the front side of the main spindle flange 9, and the motor 12 is horizontally installed at the front end of the motor flange 11.

[0041] The front end of spindle 4 is machined into a D-shape, and the rear part of spindle flange 9 is fitted onto the end of spindle 4 and fixed with bolts.

[0042] The motor flange 11 is fixedly mounted on the tail end face of the motor 12 with screws. When the motor 12 is working, it drives the propeller 13 to rotate, pushing the air to generate thrust. The thrust is transmitted to the main shaft 4 through the motor flange 11 and the main shaft flange 9, applying an axial torque to the main shaft 4.

[0043] When the main shaft 4 is subjected to axial torque, it can transmit the axial torque to the first tension and compression sensor 6. At this time, the first tension and compression sensor 6 detects the static tension that the motor 12 and propeller 13 can generate.

[0044] By controlling motor 12, propeller 13 can also be reversed to apply pressure to main shaft 4.

[0045] A vibration isolation column 10 is provided between the main spindle flange 9 and the motor flange 11, and the torque transmission rod 17 is fixedly connected to the main spindle flange 9 and perpendicular to the axis of the main spindle 4.

[0046] The vibration isolation column 10 is used to reduce the impact when the motor 12 starts.

[0047] The top of the torque transmission rod 17 is fixedly connected to the main shaft flange 9 by bolts. It should be noted that at least two sets of bolts are required between the two.

[0048] The reaction force generated by the motor 12 driving the propeller 13 to rotate will apply torque to the motor flange 11 and the main shaft flange 9. The torque is transmitted to the main shaft 4 through the D-shaped surface. The torque generated by the motor 12 can drive the main shaft flange 9 to rotate through the motor flange 11, thereby driving the torque transmission rod 17 to rotate around the axis of the main shaft 4.

[0049] The second tension / compression sensor 15 is fixedly installed on the bottom surface of the test bench 2 via the second sensor bracket 14, and the axis of the second tension / compression sensor 15 is perpendicular to the axis of the main shaft 4.

[0050] The torque transmission rod 17, around the main shaft 4, applies an axial torque to the second tension / compression sensor 15. Since the dimensions of the torque transmission rod 17 and the flange are known, the torque on the main shaft 4 can be calculated.

[0051] The second sensor bracket 14 is fixedly installed on the bottom surface of the test bench 2 by bolts. The second sensor bracket 14 can not only install the second tension and compression sensor 15, but also be used to expand the test function. For example, a speed sensor can be added to monitor the rotation speed of the propeller 13.

[0052] The transmission structure includes a second linear bearing 16, which is horizontally mounted on the front side of the second tension / compression sensor 15 and perpendicular to the axis of the second tension / compression sensor 15. The bottom end of the torque transmission rod 17 is slidably connected to the second linear bearing 16 via a pin 18.

[0053] When the main shaft 4 is subjected to axial torque, it will deform slightly, causing the torque transmission rod 17 to move back and forth due to the axial deformation of the main shaft 4. The second linear bearing 16 can accommodate the slight back and forth movement of the torque transmission rod 17.

[0054] When the spindle 4 is subjected to torque, the spindle flange 9 will rotate slightly, and the torque transmission rod 17 will amplify this rotation. The second linear bearing 16 can satisfy the rotation at the end of the torque transmission rod 17.

[0055] Working principle:

[0056] Install the motor 12 onto the motor flange 11, and fix the propeller 13 onto the output shaft of the motor 12.

[0057] The control motor 12 is activated to drive the propeller 13 to rotate.

[0058] The rotation of propeller 13 will push the air to generate thrust, which is transmitted to main shaft 4 through motor flange 11 and main shaft flange 9, applying axial torque to main shaft 4.

[0059] When the main shaft 4 is subjected to axial torque, it can transmit the axial torque to the first tension and compression sensor 6. At this time, the first tension and compression sensor 6 detects the static tension that the motor 12 and propeller 13 can generate.

[0060] By controlling motor 12, propeller 13 can also be reversed to apply pressure to main shaft 4.

[0061] The reaction force generated by the motor 12 driving the propeller 13 to rotate will apply torque to the motor flange 11 and the main shaft flange 9. The torque is transmitted to the main shaft 4 through the D-shaped surface. The torque generated by the motor 12 can drive the main shaft flange 9 to rotate through the motor flange 11, thereby driving the torque transmission rod 17 to rotate around the axis of the main shaft 4.

[0062] The torque transmission rod 17, around the main shaft 4, applies an axial torque to the second tension / compression sensor 15. Since the dimensions of the torque transmission rod 17 and the flange are known, the torque on the main shaft 4 can be calculated.

[0063] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely preferred examples and are not intended to limit the utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. An aircraft static thrust performance calibration system, characterized in that, include: Test bench (1), the test bench (1) is provided with a test platform (2) on the top, the test platform (2) is provided with a main shaft (4) horizontally through at least two linear bearings (3) on the top surface of the test platform (2), the front end of the main shaft (4) is provided with a flange, the front end of the flange is equipped with a motor (12), and the output shaft of the motor (12) is equipped with a propeller (13). The first tension / compression sensor (6) is coaxially provided at the end of the main shaft (4), and a torque transmission rod (17) is radially provided below the flange. The lower end of the torque transmission rod (17) is connected to a second tension / compression sensor (15) through a transmission structure.

2. The aircraft static tensile performance calibration system as described in claim 1, characterized in that: The test bench (2) is set horizontally, and the height of the test bench (2) from the ground is not less than 3.6m. The top surface of the test bench frame (1) can be used for operators to stand on.

3. The aircraft static tensile performance calibration system as described in claim 1, characterized in that: The first tension / compression sensor (6) is fixedly installed on the top surface of the test bench (2) by the first sensor bracket (5). The end of the main shaft (4) passes through the first tension / compression sensor (6) and is connected to an anti-detachment baffle (8). A thrust bearing (7) is provided between the front side of the first tension / compression sensor (6) and the main shaft (4).

4. The aircraft static tensile performance calibration system as described in claim 1, characterized in that: The flange includes a main shaft flange (9), which is fixedly installed at the front end of the main shaft (4). A motor flange (11) is provided parallel to the front side of the main shaft flange (9), and the motor (12) is horizontally installed at the front end of the motor flange (11).

5. The aircraft static tensile performance calibration system as described in claim 4, characterized in that: A vibration isolation column (10) is provided between the main shaft flange (9) and the motor flange (11), and the torque transmission rod (17) is fixedly connected to the main shaft flange (9) and perpendicular to the axis of the main shaft (4).

6. The aircraft static tensile performance calibration system as described in claim 1, characterized in that: The second tension / compression sensor (15) is fixedly installed on the bottom surface of the test bench (2) by the second sensor bracket (14), and the axis of the second tension / compression sensor (15) is perpendicular to the axis of the main shaft (4).

7. The aircraft static thrust performance calibration system as described in claim 1, characterized in that: The transmission structure includes a second linear bearing (16), which is horizontally mounted on the front side of the second tension / compression sensor (15) and perpendicular to the axis of the second tension / compression sensor (15). The bottom end of the torque transmission rod (17) is slidably connected to the second linear bearing (16) through a pin (18).

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