A test device for an aircraft engine air turbine starter

Abstract

A testing device for an air turbine starter for an aircraft engine, belonging to the field of testing technology, includes an air compressor, a pressure regulating valve, a flow meter, a bypass valve, an air supply control valve, an air supply temperature sensor, an air supply pressure sensor, a torque sensor, a gearbox, an overspeed motor, a clutch, an inertial flywheel, a first drive shaft, a driving pulley, a driven pulley, a transmission belt, a second drive shaft, and a third drive shaft; the air compressor, pressure regulating valve, flow meter, bypass valve, air supply control valve, air supply temperature sensor, air supply pressure sensor, torque sensor, gearbox, overspeed motor, clutch, inertial flywheel, first drive shaft, driving pulley, driven pulley, transmission belt, second drive shaft, and third drive shaft are installed together. This new device can conveniently test the acceleration and overspeed data of the air turbine starter itself under different speeds and loads, providing favorable technical support for the reliable and stable operation of the air turbine starter in specific applications.

Description

Technical Field

[0001] This utility model relates to the field of testing equipment technology, and in particular to a testing device for an air turbine starter of an aircraft engine. Background Technology

[0002] An air turbine starter (ATS) is a device that uses high-pressure air to drive a turbine, thereby starting an aircraft engine. It mainly consists of a high-pressure air inlet, a turbine rotor, a drive shaft, and a clutch mechanism. High-pressure air enters the starter's air passage, driving the turbine to rotate. Through gear reduction and torque amplification, this drives the engine, ensuring successful ignition and entry into operating condition. Its function is similar to the "first thrust," providing initial mechanical energy to the engine. During and after maintenance, the air turbine starter needs to be tested for acceleration, over-revving stability, and output torque. The main purpose is to verify its mechanical performance under acceleration and over-revving conditions and to diagnose potential faults (mechanical fault detection: observing the starter's smooth operation through no-load tests, checking for rotor jamming, abnormal gear meshing, and other mechanical problems; safety verification: confirming that the starter can operate stably under no-load or low-load conditions).

[0003] Existing air turbine starter testing equipment typically uses an inertial flywheel and a high-speed motor to simulate actual loads. Since the motor control is usually speed control (the motor drives the air turbine starter shaft to rotate), it cannot accurately simulate the load conditions of the rotor under different acceleration and deceleration conditions and different load bases. Therefore, it is impossible to fully understand the working performance data of the air turbine starter under corresponding acceleration (self-operation) and overspeed (driven by other power equipment). This will more or less have an adverse effect on the reliable and stable operation of the air turbine starter in specific applications. Utility Model Content

[0004] To overcome the shortcomings of existing air turbine starter testing equipment, which are limited by structure and function as described in the background art, this utility model provides a testing device for aero-engine air turbine starters. Under the combined action of relevant mechanisms, it can conveniently test the acceleration and over-rotation data of the air turbine starter itself at different speeds and loads. It can also combine the data detected by the torque sensor to obtain data on whether the air turbine starter is working properly under different operating conditions. This provides favorable technical support for the reliable and stable operation of air turbine starters in specific applications.

[0005] The technical solution adopted by this utility model to solve its technical problem is: A testing device for an air turbine starter of an aircraft engine includes an air compressor, a pressure regulating valve, a flow meter, a bypass valve, an air supply control valve, an air supply temperature sensor, an air supply pressure sensor, a torque sensor, a gearbox, an overdrive motor, a clutch, an inertial flywheel, a first drive shaft, a driving pulley, a driven pulley, a transmission belt, a second drive shaft, and a third drive shaft. The air compressor and gearbox are fixedly mounted on a frame. The inlet pipe of the pressure regulating valve is fixedly connected to the exhaust pipe of the air compressor. The exhaust pipe of the pressure regulating valve is fixedly connected to the inlet pipe of the flow meter. The exhaust pipe of the flow meter is fixedly connected to the inlet pipe of the air supply control valve. The inlet pipe of the bypass valve is fixedly installed on the pipeline between the flow meter and the air supply control valve. The inlet pipes of the air supply temperature sensor and the air supply pressure sensor are respectively installed on the exhaust pipe of the air supply control valve. The gearbox... One side has two power input flanges, and one end of the torque sensor is fixedly connected to one of the flanges of the gearbox; the side end of the first drive shaft is fixedly connected to the other side of the gear shaft at the rear end of the gearbox, the driven pulley is fixedly mounted on the first drive shaft, the super-rotation motor is fixedly mounted at the rear end of the frame, the shaft end of the active super-rotation motor is fixedly mounted to the active pulley, and the transmission belt is sleeved on the outer ends of the active pulley and the driven pulley; there are at least two inertial flywheels and clutches, the other side of the first drive shaft is fixedly connected to the power input shaft of the first clutch, the power output shaft of the first clutch is fixedly connected to one side of the second drive shaft, the other side of the second drive shaft is fixedly connected to the power input shaft of the second clutch, the power output shaft of the second clutch is fixedly connected to one side of the third drive shaft, and the two inertial flywheels are fixedly mounted on the outer middle of the second drive shaft and the third drive shaft, respectively.

[0006] Furthermore, bearing seats are rotatably mounted on both sides of the second and third drive shafts, and the lower ends of the bearing seats are fixedly mounted on the frame.

[0007] Furthermore, the exhaust pipe of the air supply control valve is connected to the intake pipe of the air turbine starter, and the power output shaft of the air turbine starter is fixedly connected to the other end of the torque sensor.

[0008] Furthermore, the outer diameters of the driving pulley and the driven pulley are the same.

[0009] Furthermore, the gearbox has a driving gear and a driven gear. The outer diameter of the driving gear is smaller than that of the driven gear. The rear end of the driving gear meshes with the front end of the driven gear. Power input flanges are fixedly installed on the outer side of one end of the gear shafts of the driving gear and the driven gear, respectively.

[0010] Compared with existing technologies, the technical advantages of this invention are as follows: Before testing, the exhaust pipe of the air supply control valve and the intake pipe of the air turbine starter are connected via a flexible hose. The power output shaft flange of the air turbine starter is connected to the other end flange of the torque sensor, and the torque sensor is connected to one of the power input flanges of the gearbox. By controlling the working mode of the overspeed motor, the operating conditions of the two clutches, and the connection of the torque sensor and the corresponding power input flange of the gearbox, it is convenient to test the acceleration and overspeed data of the air turbine starter itself under different speeds and loads. Furthermore, by combining the data detected by the torque sensor, data on whether the air turbine starter is working properly under different operating conditions can be obtained, providing favorable technical support for the reliable and stable operation of the air turbine starter in specific applications. In summary, this invention has good application prospects. Attached Figure Description

[0011] Figure 1 This is a schematic diagram of the structural components of this utility model. Detailed Implementation

[0012] Figure 1As shown, a test device for an air turbine starter for an aircraft engine includes an air compressor (not shown in the figure), a pressure regulating valve 1, a flow meter 2, a bypass valve 3, an air supply control valve 4, an air supply temperature sensor 5, an air supply pressure sensor 6, a torque sensor 8, a gearbox 9, an overdrive motor 10, clutches 11 and 13, inertial flywheels 12 and 14, a first drive shaft 17, a driving pulley 18, a driven pulley 19, a transmission belt 20, a second drive shaft 21, and a third drive shaft 15; the air compressor and gearbox 9 are fixedly installed from left to right. At the left end and middle of the frame, the inlet pipe of the pressure regulating valve 1 and the exhaust pipe of the air compressor are fixedly connected by a pipeline; the exhaust end of the pressure regulating valve 1 and the inlet pipe of the flow meter 2 are fixedly connected by a pipeline; the exhaust pipe of the flow meter 2 and the inlet pipe of the air supply control valve 4 are fixedly connected by a pipeline; the inlet pipe of the bypass valve 3 is fixedly installed on the pipeline between the flow meter 2 and the air supply control valve 4, and the inlet pipe of the bypass valve 3 is interconnected with the pipeline between the flow meter 2 and the air supply control valve 4; the inlet pipes of the air supply temperature sensor 5 and the air supply pressure sensor 6 are respectively installed on the air supply control valve 4. On the exhaust pipe, and communicating with the exhaust pipe of the air supply control valve 4, the left end of the gearbox 9 has two power input flanges 91. One end flange of the torque sensor 8 is fixedly connected to one of the flanges 91 on the left end of the gearbox 9 by bolts and nuts; the left end of the first drive shaft 17 is fixedly connected to the right outer side of the gear shaft at the rear end of the gearbox 9. The driven pulley 19 is fixedly installed in the middle on the left outer side of the first drive shaft 17. The super-rotation motor 10 is fixedly installed on the rear end of the middle of the frame. The left end of the shaft of the super-rotation motor 10 is fixedly connected to the drive pulley 18. The components are fixedly installed together, with the conveyor belt 20 tightly wrapped around the outer ends of the driving pulley 18 and the driven pulley 19. There are two inertial flywheels 12 and 14, and two clutches 11 and 13. The right end of the first drive shaft 17 is fixedly connected to the power input shaft of the first clutch 11. The power output shaft of the first clutch 11 is fixedly connected to the left end of the second drive shaft 21. The right end of the second drive shaft 21 is fixedly connected to the power input shaft of the second clutch 13. The power output shaft of the second clutch 13 is fixedly connected to the left end of the third drive shaft 15. The two inertial flywheels 12 and 14 are respectively fixedly installed on the outer sides of the middle of the second drive shaft 21 and the third drive shaft 15. The fixed housings at the lower ends of the two clutches are fixedly installed on the right end of the frame.

[0013] Figure 1As shown, a bearing housing 16 is rotatably mounted on each side of the second drive shaft 21 and the third drive shaft 15, and the lower ends of the four bearing housings 16 are fixedly mounted on the right side of the frame. The exhaust pipe of the air supply control valve 4 and the intake pipe of the air turbine starter 7 are fixedly connected by a flexible hose with sufficient length and strength. The flange of the power output shaft of the air turbine starter 7 and the flange at the other end of the torque sensor 8 are fixedly connected by bolts and nuts. The outer diameters of the drive pulley 18 and the driven pulley 19 are the same. The gearbox 9 contains a drive gear 92 and a driven gear 93. The outer diameter of the drive gear 92 is smaller than that of the driven gear 93. The rear end of the drive gear 92 meshes with the front end of the driven gear 93. A power input flange 91 is fixedly mounted on the left outer side of the gear shafts of the drive gear 92 and the driven gear 93, respectively. The pressure regulating valve 1 and the air supply pressure sensor 6 are connected to form a pressure closed-loop control circuit to control the air supply pressure entering the intake pipe of the air turbine starter. The flow meter 2 is used to measure the air flow rate entering the air turbine starter 7. Bypass valve 3 is used to discharge residual gas in the pipeline or, in an emergency, to bypass the compressed air entering the air turbine starter 7. Air supply control valve 4 is used to open or close the air supply to the air turbine starter. Air supply temperature sensor 5 is used to measure the temperature of the air entering the air turbine starter. Air supply pressure sensor 6 is used to measure the pressure of the air entering the air turbine starter.

[0014] Figure 1As shown, when the air turbine starter 7 is performing an acceleration test, the exhaust pipe of the air supply control valve 4 and the intake pipe of the air turbine starter 7 are connected via a hose. The power output shaft flange of the air turbine starter 7 is connected to the other end flange of the torque sensor 8. The torque sensor 8 is connected to either a power input flange 91 at the rear end of the gearbox or a power input flange 91 at the front end of the gearbox. When the air supply control valve 4 is opened, air enters the air intake pipe of the air turbine starter 7. The power output shaft flange of the air turbine starter 7 drives the other end of the torque sensor 8 to rotate. When one end of the torque sensor 8 drives the rear gear 93 to rotate, the rear gear 93 directly drives the two flywheels 12 and 14 to rotate. In this way, the power output shaft of the air turbine starter 7 drives the two flywheels to rotate with a relatively large load and a relatively fast speed (the torque sensor 8 measures the output torque of the air turbine starter in real time). One end of the torque sensor 8 drives the front gear 92 to rotate. The front gear 92 drives the rear gear 93 to rotate the two flywheels 12 and 14. In this way, the power output shaft of the air turbine starter 7 drives the two flywheels to rotate with a relatively low load and a relatively slow speed (the torque sensor 8 measures the output torque of the air turbine starter in real time). Specifically, when the tester disengages the first clutch 11 and the second clutch 13, the power output shaft of the air turbine starter 7 directly drives the first drive shaft 17 to rotate via a rear gear 93, or a front gear 92 and a rear gear 93 (the load on the power output shaft of the air turbine starter 7 is relatively small; the torque sensor 8 measures the output torque of the air turbine starter in real time). When the tester engages the first clutch 13 and disengages the second clutch 13, the power output shaft of the air turbine starter 7 directly drives one of the flywheels 12 to rotate via a rear gear 93, or a front gear 92 and a rear gear 93 (the load on the power output shaft of the air turbine starter 7 is relatively small; the torque sensor 8 measures the output torque of the air turbine starter in real time).

[0015] Figure 1As shown, when the air turbine starter 7 performs an overspeed test, the overspeed motor 10 drives the drive pulley 18 to rotate. The drive pulley 18 drives the driven pulley 19 to rotate via the conveyor belt 20. The driven pulley drives the first drive shaft 17 to rotate (the power output shaft of the air turbine starter 7 is normally driven by the compressed air output from the air compressor). When the power output shaft of the air turbine starter is connected to a rear gear 93 via a torque sensor 8, the first drive shaft 17 drives the rear gear 93 to rotate. The rear gear 93 directly drives the two flywheels 12 and 14 to rotate. In this way, the power output shaft of the air turbine starter 7 rotates with the maximum inertial force (the rotation speed is relatively fast, and the inertial force is the greatest). When the power output shaft of the air turbine starter 7 is connected to a front gear 92 via a torque sensor 8, a rear gear 93 drives the front gear 92 to rotate, and the rear gear 93 drives flywheels 12 and 14 to rotate. Thus, the power output shaft of the air turbine starter 7 rotates with a relatively large inertial force (slower speed, larger inertia). Specifically, when the tester disengages the first clutch 11 and the second clutch 13, the rear gear 93 directly drives the first drive shaft to rotate. Thus, the power output shaft of the air turbine starter 7 rotates with the minimum inertial force (minimum inertia). When the tester engages the first clutch 13 and disengages the second clutch 13, the rear gear 93 directly drives the first drive shaft and the first flywheel 12 to rotate. Thus, the power output shaft of the air turbine starter 7 rotates with a smaller inertial force (smaller inertia).

[0016] Figure 1 As shown, the biggest innovation of this new design lies in the inclusion of two inertial flywheels. These two flywheels can be engaged and disengaged by controlling clutches 11 and 13, allowing for different selections of the inertia used in the test. Simultaneously, the gearbox has two input ports, i.e., two power input flanges. The air turbine starter 7 under test is mounted at these two input ports with a speed ratio i. By adjusting the speed ratios of the gears within the gearbox, the inertia used in the test can be further altered. These innovations enable the simulation of various load inertias, allowing this new design to be compatible with testing more different models of air turbine starters, providing strong technical support for the reliable and stable operation of air turbine starters in specific applications.

[0017] Those skilled in the art should understand that although this specification describes embodiments, the embodiments do not necessarily contain only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in the embodiments can also be appropriately combined to form other embodiments that can be understood by those skilled in the art. Therefore, the scope of protection of this application is defined by the claims.

Claims

1. A testing device for an air turbine starter of an aircraft engine, comprising an air compressor, a pressure regulating valve, a flow meter, a bypass valve, an air supply control valve, an air supply temperature sensor, an air supply pressure sensor, a torque sensor, a gearbox, an overdrive motor, a clutch, an inertial flywheel, a first drive shaft, a driving pulley, a driven pulley, a transmission belt, a second drive shaft, and a third drive shaft; characterized in that, The air compressor and gearbox are fixedly mounted on the frame. The inlet pipe of the pressure regulating valve is fixedly connected to the exhaust pipe of the air compressor. The exhaust pipe of the pressure regulating valve is fixedly connected to the inlet pipe of the flow meter. The exhaust pipe of the flow meter is fixedly connected to the inlet pipe of the air supply control valve. The inlet pipe of the bypass valve is fixedly installed on the pipeline between the flow meter and the air supply control valve. The inlet pipes of the air supply temperature sensor and the air supply pressure sensor are respectively installed on the exhaust pipe of the air supply control valve. Two power input flanges are located on one side of the gearbox. One end of the torque sensor is fixedly connected to one of the flanges of the gearbox. The other end of the gear shaft on the side of the first drive shaft and the rear end of the gearbox... One side is fixedly connected together, the driven pulley is fixedly mounted on the first drive shaft, the super-rotation motor is fixedly mounted on the rear end of the frame, the shaft side end of the active super-rotation motor is fixedly mounted together with the active pulley, and the transmission belt is sleeved on the outer ends of the active pulley and the driven pulley; there are at least two inertial flywheels and clutches respectively, the other side end of the first drive shaft is fixedly connected to the power input shaft of the first clutch, the power output shaft of the first clutch is fixedly connected to one side end of the second drive shaft, the other side end of the second drive shaft is fixedly connected to the power input shaft of the second clutch, the power output shaft of the second clutch is fixedly connected to one side end of the third drive shaft, and the two inertial flywheels are respectively fixedly mounted on the outer middle of the second drive shaft and the third drive shaft.

2. The testing device for an air turbine starter of an aircraft engine according to claim 1, characterized in that, The second and third drive shafts are respectively rotatably mounted with bearing seats on both sides, and the lower ends of the bearing seats are respectively fixedly mounted on the frame.

3. The testing device for an air turbine starter of an aircraft engine according to claim 1, characterized in that, The exhaust pipe of the air supply control valve is connected to the intake pipe of the air turbine starter, and the power output shaft of the air turbine starter is fixedly connected to the other end of the torque sensor.

4. The testing device for an air turbine starter of an aircraft engine according to claim 1, characterized in that, The outer diameters of the driving pulley and the driven pulley are the same.

5. The testing device for an air turbine starter of an aircraft engine according to claim 1, characterized in that, The gearbox contains a driving gear and a driven gear. The outer diameter of the driving gear is smaller than that of the driven gear. The rear end of the driving gear meshes with the front end of the driven gear. Power input flanges are fixedly installed on the outer side of one end of the gear shafts of the driving gear and the driven gear, respectively.

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