DESC:FIELD OF THE INVENTION

The present disclosure relates to a test set-up for a propulsion unit. More particularly, the present disclosure relates to the test set-up with a friction-free platform to accurately measure a magnitude of various forces exerted on a motor body of the propulsion unit.

BACKGROUND

Conventional test bench is used for measuring a performance of a motor body of a propulsion unit. The conventional test bench may measure pressure and thrust generated on the motor body when the propulsion unit is fired. During an operation of the motor body, unwanted forces such as lateral and parasitic forces are also exerted on the motor body. The unwanted forces are of very small magnitude and are difficult to accurately measure by the conventional test bench due to a presence of frictional forces between the conventional test benches and the propulsion unit.

Further, during the firing of the propulsion unit, hot gases exit from a nozzle of the propulsion unit. Hence, it becomes challenging to measure the force exerted on the motor body due to the extreme temperature conditions when the propulsion unit is fired. Additionally, the forces exerted on the motor body are highly variable and depend on a range of factors, such as a fuel/propellant, the design of the motor/nozzle, and the conditions during the firing of the propulsion unit.

To overcome the above-mentioned problems, there is a requirement for an improved test apparatus that can accurately determine all the forces experienced by the motor body.

SUMMARY

This summary is provided to introduce a selection of concepts, in a simplified format, that are further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention and nor is it intended for determining the scope of the invention.

The present disclosure relates to a test apparatus to measure a performance of a propulsion unit when a plurality of forces is exerted upon the propulsion unit due to an action of a jet deflector. The test apparatus includes a base having a test jig, a housing having an opening and attached to the test jig, at least one load cell mounted on the test jig, and a servo mechanism installed on the base. The housing is adapted to receive the propulsion unit through the opening. The at least one load cell is operably connected to the housing and is adapted to measure the plurality of forces exerted during the operation of the propulsion unit. The servo mechanism is operably connected to an end of the housing and opposite to the opening and adapted to generate a counteractive force on the housing to counter one of a friction force and a gravitational force acting on the propulsion unit.

The present disclosure also discloses a method to measure the performance of a propulsion unit during an operation. The method includes positioning and locking the propulsion unit inside a housing of a test apparatus. The method also includes connecting at least one load cell with the propulsion unit through a test jig. The method further includes initiating, by a control panel, an independent mode to diagnose a fault in the activation of a jet deflector of the propulsion unit. The method also includes actuating a servo mechanism to generate a counteractive force exerted on the housing to counter a friction force acting on the propulsion unit. The method further includes initiating, by the control panel, a firing mode to activate the jet deflector. The method also includes measuring, by the at least one load cell, a plurality of forces acting on a body of the propulsion unit during the operation. The method further includes recording, by a recording system, a data indicative of the performance of the propulsion unit during the operation.

The present disclosure discloses a test apparatus that provides a friction-free platform and a load cell that accurately measures a plurality of forces experienced by the motor body during operation of the propulsion unit. The test apparatus is a reliable testing setup that can withstand harsh temperature during operation of the propulsion unit. Further, the test apparatus may accurately determine performance parameters of the motor body thereby leading in development of better propulsion systems.

To further clarify the advantages and features of the present disclosure, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which is illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features, aspects, and advantages of the present disclosure will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

Figure 1 illustrates a perspective view of a test apparatus, according to an embodiment of the present disclosure;

Figure 2 illustrates a top view of the test apparatus, according to an embodiment of the present disclosure;

Figure 3a illustrates a perspective view of a servo mechanism with a motor, according to an embodiment of the present disclosure;

Figure 3b illustrates a top view of the servo mechanism with the motor, according to an embodiment of the present disclosure;

Figure 4 illustrates a block diagram depicting a control panel interacting with a test jig and a recording system, according to an embodiment of the present disclosure; and

Figure 5 illustrates a flow chart depicting a method of determining the performance of a propulsion unit through the test apparatus, according to an embodiment of the present disclosure.

Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. Furthermore, in terms of the construction of the device, a plurality of components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present disclosure so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein.

DETAILED DESCRIPTION OF FIGURES

For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiment illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the invention as illustrated therein being contemplated as would normally occur to one skilled in the art to which the invention relates. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skilled in the art to which invention belongs. The system and examples provided herein are illustrative only and not intended to be limiting.

For example, the term “some” as used herein may be understood as “none” or “one” or “more than one” or “all.” Therefore, the terms “none,” “one,” “more than one,” “more than one, but not all” or “all” would fall under the definition of “some.” It should be appreciated by a person skilled in the art that the terminology and structure employed herein is for describing, teaching, and illuminating some embodiments and their specific features and elements and therefore, should not be construed to limit, restrict, or reduce the spirit and scope of the present disclosure in any way.

For example, any terms used herein such as, “includes,” “comprises,” “has,” “consists,” and similar grammatical variants do not specify an exact limitation or restriction, and certainly do not exclude the possible addition of a plurality of features or elements, unless otherwise stated. Further, such terms must not be taken to exclude the possible removal of the plurality of the listed features and elements, unless otherwise stated, for example, by using the limiting language including, but not limited to, “must comprise” or “needs to include.”

Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “plurality of features” or “plurality of elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “plurality of” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be plurality of...” or “plurality of elements is required.”

Unless otherwise defined, all terms and especially any technical and/or scientific terms, used herein may be taken to have the same meaning as commonly understood by a person ordinarily skilled in the art.

Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements of the present disclosure. Some embodiments have been described for the purpose of explaining plurality of the potential ways in which the specific features and/or elements of the proposed disclosure fulfil the requirements of uniqueness, utility, and non-obviousness.

Use of the phrases and/or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, plurality of particular features and/or elements described in connection with plurality of embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although plurality of features and/or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.

Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.

Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.

Figure 1 illustrates a perspective view of a test apparatus 100, according to an embodiment of the present disclosure. Figure 2 illustrates a top view of the test apparatus 100, according to an embodiment of the present disclosure. Figure 3a illustrates a perspective view of a servo mechanism 101 with a controlled motor 302, according to an embodiment of the present disclosure. Figure 3b illustrates a top view of the servo mechanism 101 with the controlled motor 302, according to an embodiment of the present disclosure.

Referring to Figure 1 to Figure 3b together. A propulsion unit (not shown) is a device that generates thrust to propel a vehicle or an object in a desired direction. The propulsion unit may be used in various types of vehicles, including ships, airplanes, rockets, and spacecraft. The propulsion unit may include a reaction engine which converts fuel or other forms of energy into mechanical energy, and a jet nozzle (not shown) which converts the mechanical energy into kinetic energy. The jet nozzle pushes against the surrounding air or a fluid, generating force to move the vehicle forward. Further, a motor body (not shown) is used to generate motion or thrust in the propulsion unit. When the propulsion unit is operated, thrust is generated which pushes the engine and, therefore, the vehicle moves forward.

During the generation of the thrust in the propulsion unit, a plurality of forces which is counterproductive may also be generated on a surface of the motor body. The plurality of forces may include parasite and lateral forces. The parasite and lateral forces are aerodynamic forces that may be exerted on the motor body of the propulsion unit. The parasite forces are drag forces that act parallel to a direction of an airflow around the motor body. The parasite forces may be generated by turbulence of the airflow as the air passes over a surface of the motor body. The parasite forces may increase a drag force on the motor body which may reduce an efficiency of the propulsion unit and increases the fuel consumption. The test apparatus 100 may aid in measuring the plurality of forces of very small magnitudes.

In one example, the lateral forces are the side forces that act perpendicular to a direction of the airflow around the motor body. The lateral forces may be generated by a pressure difference that occur between a top and a bottom, or a front and a back of the motor body. The lateral forces may cause the motor body to roll or yaw which may affect a stability and control of the vehicle.

The test apparatus 100 may measure a performance of the propulsion unit when the plurality of forces is exerted upon the propulsion unit due to an action of a jet deflector or the jet nozzle. The jet deflector is a device used in jet aircraft to correct or adjust a direction of the thrust produced by the engine. The jet deflectors ensure that the direction of thrust aligns with a centre of gravity of the aircraft. The jet deflectors may redirect the exhaust gases produced by the engine to achieve a required thrust direction.

The test apparatus 100 may include a base 106 having a test jig 110, a housing 107 attached to the test jig 110, at least one load cell 102 mounted on the test jig 110, and the servo mechanism 101. The housing 107 may have an opening 109 adapted to receive the propulsion unit. The at least one load cell 102 may operably be connected to the housing 107 to measure the plurality of forces exerted during the operation of the propulsion unit. The servo mechanism 101 installed on the base 106 and operably connected to an end of the housing 107 opposite to the opening 109. The servo mechanism 101 may be adapted to generate a counteractive force on the housing 107 to counter a friction force acting on the propulsion unit.

The test apparatus 100 further includes a locking ring 103. The locking ring 103 is located on one end of the motor body and the rest of the motor body is positioned inside the housing 107. In operation, the locking ring 103 and the housing 107 may be used to prevent any movement or rotation of the motor body while the performance is being analysed and recorded. The locking ring 103 may be connected to a shaft 105 which may be coupled to the load cell 102. The locking ring 103 may then be placed over at an end of the motor body and tightened to secure the motor in place.

During the testing when the propulsion unit generates thrust, the force may be transferred through the motor body and into the locking ring 103. The force may then be transmitted to the load cell 102 via the shaft 105. The locking ring 103 may be made of a durable material, such as steel, and may be designed to withstand the forces generated during the motor operation. The locking ring 103 may be tightened to prevent any slippage or movement of the motor body during testing.

In an embodiment, the servo mechanism 101 may be used for creating a frictionless scenario by minimizing any unwanted friction between the motor body housed in the housing 107 and the test apparatus 100. The servo mechanism 101 may use a combination of bearings (not shown) and the controlled motor 302 to move the motor body in the desired direction with minimal resistance. The bearings are designed to reduce friction between the propulsion unit and the test apparatus 100 by providing a smooth surface for the motor body to move on. The controlled motor 302 provides precise control over the movement of the motor body and may be programmed to move the motor body of the propulsion unit in a direction with a minimal resistance.

The servo mechanism 101 includes a receiving portion 304, a first driven pulley 306, a second driven pulley 308, a first mast 310, a second mast 312, the controlled motor 302, a first belt 318, a second belt 320. The first driven pulley 306 and the second driven pulley 308 may be mounted on the either side of the receiving portion 304. The first mast 310 aligned to the first driven pulley 306 having a first idler 322 and a second idler 324. The second mast 312 aligned to the second driven pulley 308 having a first idler 326 and a second idler 328. The controlled motor 302 having a first drive pulley 314 and a second drive pulley 316. The first belt 318 forming a first belt drive with the first drive pulley 314, the first idler 322 of the first mast 310, the first driven pulley 306, and the second idler 324 of the first mast 310. The second belt 320 forms a second belt drive with the second drive pulley 316, the first idler 326 of the second mast 312, the second driven pulley 308, and the second idler 328 of the second mast 312. The controlled motor 302 may be adapted to power the first belt drive and the second belt drive to generate the counteractive force at the receiving portion 304. The term “controlled motor 302” may interchangeably be called as “motor 302”.

The servo mechanism 101 also uses a feedback control mechanism to accurately control the position and movement of the motor body of the propulsion unit. A plurality of sensors may be used to measure a current position of the motor body. Data from the plurality of sensors may be relayed to the servo mechanism 101 which adjusts the position of the motor body accordingly. In the test apparatus 100, the servo mechanism 101 may be used to create the frictionless system and minimize any unwanted friction between the motor body and the test apparatus 100.

The test apparatus 100 further includes a centre of gravity (CG) balancing arm 108. The centre of gravity measurement ensures that the motor body may be positioned correctly with respect to the load cell 102 to accurately measure the forces exerted on the motor body during operation. If the motor body not positioned correctly, this may lead to incorrect conclusions related to the performance of the propulsion unit.

The CG balancing arm 108 may be adjustable and may be moved to find a correct position to maintain the CG of the test apparatus 100. The CG balancing arm 108 may usually be mounted to the test apparatus 100 in a way that allows the test apparatus 100 to pivot or rotate around a fixed point. The motor body may then be mounted in connection with the load cell 102 through the shaft 105 and a coupling member 104. The CG balancing arm 108 may be adjusted until the load cell 102 may be positioned directly as per the centre of gravity of the motor body.

Further, the test apparatus 100 may have the coupling member 104. The coupling member 104 may include two main parts: a shaft coupling and a load cell coupling. The shaft coupling may be attached to another end of the shaft 105 and the load cell coupling may be attached to the load cell 102. The shaft coupling may connect the shaft 105 and the load cell coupling with minimal misalignment. The shaft coupling may also include a flexible element, such as a rubber or metal bushing, that may provide a relief for some misalignment between the shaft 105 and the load cell coupling while maintaining a secure connection. The flexibility of the coupling may also help to reduce any shock or vibration that may occur during the operation.

The load cell coupling may securely attach the load cell 102 to the shaft coupling. The load cell coupling may have a threaded or bolted connection that allows for easy attachment and detachment of the load cell 102. The load cell coupling may minimize any misalignment between the load cell 102 and the shaft coupling. Once the load cell 102 may be properly positioned and the propulsion unit may be activated, the load cell 102 may measure the forces exerted on the motor body during operation. The measured forces may then be analysed to determine the force exerted upon the motor body during operation and performance characteristics of the propulsion unit, such as thrust, efficiency, and power output.

Figure 4 illustrates a block diagram 400 depicting a control panel 404 interacting with the test jig 110 and a recording system 406, according to an embodiment of the present disclosure.

The test apparatus 100 of the propulsion unit may be used to test the performance and characteristics of the motor body of the propulsion unit. At step 402, the motor body may be positioned under the test apparatus 100. The motor body, for the testing purpose, may be mounted on the housing 107 and may be secured with the locking ring 103 which provides a stable and secure base for the motor during testing.

Further, the test apparatus 100 may further include the control panel 404 and the recording system 406. At step 402, the control panel 404 acts as an interface through which a user may control the testing process. The control panel 404 includes switches, knobs, and displays that allow a user to control a test parameter, such as ignition timing, thrust level, and burn time. The control panel 404 may also include safety interlocks and emergency stop buttons to ensure the safe operation of the test.

In an embodiment, the control panel 404 includes six output channels. The first channel may be a time marker channel that is used to mark events that occur during a testing process. The time marker channel provides a reference point to measure the sequence of events and ensure that all measurements are synchronized. The second channel may be a supply voltage channel that is used to provide excitation voltage to one or more components of the motor body and ensure that the one or more components may be functioning properly inside the motor body. The third channel may be a pressure channel which is used to measure the pressure inside the motor chamber and ensures that the motor of the propulsion unit is functioning as expected. The fourth channel may be a thrust channel that is used to measure the forces on the motor and ensure that the motor is providing the required thrust and identify any potential issues. The fifth channel may be an ignition pulse that is used to initiate the motor by providing an ignition pulse in the testing sequence which may also be analysed and recorder. The sixth channel may be a square wave that is used to provide a square wave based on a test requirement.

The control panel 404 may be communicatively coupled to the propulsion unit having a plurality of modes. The plurality of modes may be configured to activate the jet deflector remotely thereby generating a plurality of forces exerted on a body of the propulsion unit. Further, the control panel 404 may include a plurality of operating modes. The plurality of operating modes may include, but is not limited to, an independent checking mode and a firing sequence mode. Based on a selection of the mode, the control panel 404 generates an output. The output may be indicative of the performance of the motor body when the propulsion unit is activated.

The independent checking mode may further include a firing pulse check mode and a jet deflector operation mode. In the firing pulse check mode, the control panel 404 may generate a firing pulse across the terminals where a plurality of squib points may be connected. The firing pulse may be generated when a safety key may be inserted, and a firing switch is in an ON state. The firing pulse may have a current in a range of 1-2 Amps and for a duration of 300-500 milliseconds. The firing pulse check mode ensures that the firing mechanism of the propulsion unit is working as expected.

In the jet deflector operation mode, the control panel 404 supplies a 7V-9V to an output point when a switch is in a JET OUT position. The jet deflector operation mode checks an operation of the jet deflector when the jet deflector is in an extended position. When the switch is in a JET BEAT position, a square wave of 6V-8V and 6Hz-8Hz, along with an 7V-9V supply may be generated. The jet deflector operation mode ensures to check the operation of the jet deflector when the jet deflector is in the JET BEAT position and the JET OUT position.

In an embodiment, the control panel 404 may also include a firing sequence mode. The firing sequence mode may be used to initiate the firing of the motor body and includes a plurality of switches. The plurality of switches may further include an ignition switch, a safety key switch, and a firing switch. When the ignition switch may be in an ignition position and the safety key switch may be in an ON position, then an indicator "ready for firing" may glow. Further, the firing switch may be set to an ON position by the user and a "firing sequence" indicator may glow. In an example, after the firing switch may be set to the ON position, an indicator bulb may glow, a siren may blow for one-two minutes and the indicator bulb may blink a few times.

In an example, after following the above-mentioned steps of the firing sequence mode, the following signals may be applied. At a time equals to T0-, a voltage supply within a range of 7V-9V may be applied to the output channels and may continuously be available until 40 seconds. A time delay of 0.7 seconds may be provided as a calibration adjustment. At time T0+0.7 sec, an ignition pulse of 1-3 Amps and 300-500 milliseconds may be applied. At time, T0+1.1 sec, a 6-8 V continuous pulse of 6-8 Hz may be applied. A time delay of 1.1 seconds may be provided as a calibration adjustment.

In one or more embodiments, the control panel 404 may generate a plurality of signals to test the motor body. The plurality of signals may be reiterated as follows:
a. The ignition pulse within a range of 1-3 A, 300-500ms duration. The ignition pulse may be generated when the firing switch is turned ON. The accuracy of the ignition pulse needs to be 0.1%.
b. The variable supply voltage of 9V ± 2V, with an accuracy of 1%. The current drawn by the motor body may be up to 5A. The control panel 404 may provide terminals for checking the supply voltage and an adjustment provision to ensure that 8.0 V may be available before carrying over the test.
c. The square wave of variable voltage 8V ± 2V, 7Hz duration with a pulse width of 24 msec ON time. The accuracy of the pulse duration may be 1%. The pulse duration of 7Hz ON time may be available externally for calibration and adjustment.
d. Two strain gauge input signal conditioners may be provided for providing an excitation voltage to one pressure transducer and one load cell 102 that may be connected to the motor body. The signal conditioner excitation voltage is in the range of 1V to 10V, gain, and zero adjustment may be made accessible through the control panel 404.
e. The time marker signal with a pulse interval of 100 msec at 1 sec interval from t0 to t0+40 seconds may be generated. The t0-time instant is when the ignition button may be pressed.
f. Terminals may be provided for monitoring and recording various signals, including the voltage output of the ignition pulse, time marker signals, signal conditioned and amplified analog signals of the pressure and the thrust produced by the load cell 102, 7 Hz square wave, and the supply voltage of 8V.

At step 403, the recording system 406 may be used to measure and record the performance data of the motor body during testing. The recording system 406 may include sensors for measuring thrust, pressure, and temperature, which may further be connected to a data acquisition system that records a data for further analysis. The recording system 406 may also include cameras or other imaging devices to visually monitor the motor body during testing.

Figure 5 illustrates a flow chart depicting a method 500 of determining the performance of the propulsion unit through the test apparatus 100, according to an embodiment of the present disclosure.

At step 502, the method 500 includes positioning and locking the propulsion unit inside the housing 107 of the test apparatus 100. The motor body may be mounted on the base 106. The base 106 may be made of metal that may withstand the forces generated during motor operation.

At step 504, the method 500 further includes connecting the at least one load cell 102 with the propulsion unit through the test jig 110. The locking ring 103 may be used to secure the motor body in place. The locking ring 103 may be connected to the shaft 105 and the coupling member 104. The coupling member 104 may connect the locking ring 103 with the load cell 102. The CG balancing arm 108 is then adjusted for ensuring the position for the load cell 102 and the motor body may be aligned with the CG to measure the forces exerted on the motor body.

At step 506, the method 500 also includes initiating, by the control panel 404, an independent mode to diagnose a fault in activation of the jet deflector of the propulsion unit. At step 508, the method 500 further includes actuating the servo mechanism 101 to generate a counteractive force exerted on the housing 107 to counter the friction force acting on the propulsion unit. The servo mechanism 101 may be used to create the frictionless system allowing for force measurement during operation without receiving any interference of the friction force.

At step 510, the method 500 also includes initiating, by the control panel 404, a firing mode to activate the jet deflector. At step 512, the method 500 further includes measuring, by the at least one load cell 102, a plurality of forces acting on a body of the propulsion unit during the operation.

At step 514, the method 500 also includes recording, by the recording system 406, a data indicative of the performance of the propulsion unit during the operation. When the motor of the propulsion unit may be fired, the thrust generated by the motor may be transferred to the load cell 102 through the coupling member 104. The load cell 102 then converts the force into an electrical signal which may be measured and recorded for further analysis.

The present disclosure discloses the test apparatus 100 with the servo mechanism 101 to create a friction-free platform and the load cell 102 that accurately measures a plurality of forces experienced by the motor body during operation of the propulsion unit. The test apparatus 100 may be a reliable testing setup that may withstand extreme temperature during the operation of the propulsion unit. Further, the test apparatus 100 may accurately determine the performance parameters of the motor body thereby leading to development of better propulsion systems.

Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one ordinary skilled in the art to which this invention belongs. The system, methods, and examples provided herein are illustrative only and not intended to be limiting.

While specific language has been used to describe the present subject matter, any limitations arising on account thereto, are not intended. As would be apparent to a person in the art, various working modifications may be made to the method to implement the inventive concept as taught herein. The drawings and the forgoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment.
,CLAIMS:
1. A test apparatus (100) to measure a performance of a propulsion unit when a plurality of forces is exerted upon the propulsion unit due to an action of a jet deflector, the test apparatus (100) comprising:
a base (106) having a test jig (110);
a housing (107) having an opening (109), attached to the test jig (110), and adapted to receive the propulsion unit through the opening (109);
at least one load cell (102) mounted on the test jig (110) and operably connected to the housing (107), the at least one load cell (102) is adapted to measure the plurality of forces exerted during the operation of the propulsion unit; and
a servo mechanism (101) installed on the base (106) and operably connected to an end of the housing (107) opposite to the opening (109) and adapted to generate a counteractive force on the housing (107) to counter a friction force acting on the propulsion unit.
2. The test apparatus (100) as claimed in claim 1, wherein the servo mechanism (101) comprising:
a receiving portion (304);
a first driven pulley (306) and a second driven pulley (308) mounted on either side of the receiving portion (304);
a first mast (310) aligned to the first driven pulley (306) having a first idler (322) and a second idler (324);
a second mast (312) aligned to the second driven pulley (308) having a first idler (326) and a second idler (328);
a motor (302) having a first drive pulley (314) and a second drive pulley (316);
a first belt (318) forming a first belt drive with the first drive pulley (314), the first idler (322) of the first mast (310), the first driven pulley (306), and the second idler (324) of the first mast (310); and
a second belt (320) forming a second belt drive with the second drive pulley (316), the first idler (326) of the second mast (312), the second driven pulley (308), and the second idler (328) of the second mast (312),
wherein the motor (302) is adapted to power the first belt drive and the second belt drive to generate the counteractive force at the receiving portion (304).
3. The test apparatus (100) as claimed in claim 1, wherein the test jig (110) comprises:
a locking member (103) disposed at the opening (109) of the housing (107), and adapted to secure a portion of the propulsion unit;
a shaft (105) operably coupled to the locking member (103) from one end and the at least one load cell (102) connected to other end, wherein the shaft (105) is adapted to transmit the plurality of forces acting on the propulsion unit during the operation to the at least one load cell (102); and
a coupling member (104) adapted to operably couple the at least one load cell (102) and the shaft (105).
4. The test apparatus (100) as claimed in claim 1, comprising a pair of balancing arms (108) disposed on opposite ends of the base (106), and adapted to maintain a Centre of Gravity (CG) of the test apparatus (100).

5. The test apparatus (100) as claimed in claim 1, wherein the propulsion unit is a reaction engine having the jet deflector.

6. The test apparatus (100) as claimed in claim 5, comprising a control panel (404) communicatively coupled to the propulsion unit having a plurality of modes configured to activate the jet deflector remotely thereby generating a plurality of forces exerted on a motor body of the propulsion unit.

7. The test apparatus (100) as claimed in claim 6, wherein the plurality of modes is an independent checking mode configured to verify an effectiveness of the jet deflector and a firing mode configured to activate the jet deflector.

8. The test apparatus (100) as claimed in claim 6, wherein the plurality of forces includes a lateral force and a parasite force.

9. The test apparatus (100) as claimed in claim 6, comprising a recording system (406) operatively coupled to one of the control panel (404) and the at least one load cell (102) where the recording system (406) is adapted to record a data indicative of the performance of the propulsion unit during the operation.

10. A method (500) to measure performance of a propulsion unit during an operation, the method (500) comprising:
positioning and locking the propulsion unit inside a housing (107) of a test apparatus (100);
connecting at least one load cell (102) with the propulsion unit through a test jig (110);
initiating, by a control panel (404), an independent mode to diagnose a fault in activation of a jet deflector of the propulsion unit;
actuating a servo mechanism (101) to generate a counteractive force exerted on the housing (107) to counter a friction force acting on the propulsion unit;
initiating, by the control panel (404), a firing mode to activate the jet deflector;
measuring, by the at least one load cell (102), a plurality of forces acting on a motor body of the propulsion unit during the operation; and
recording, by a recording system (406), data indicative of the performance of the propulsion unit during the operation.