CN115144184A - Aeroengine test equipment - Google Patents
Aeroengine test equipment Download PDFInfo
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- CN115144184A CN115144184A CN202110339318.2A CN202110339318A CN115144184A CN 115144184 A CN115144184 A CN 115144184A CN 202110339318 A CN202110339318 A CN 202110339318A CN 115144184 A CN115144184 A CN 115144184A
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/02—Details or accessories of testing apparatus
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
- G01D21/00—Measuring or testing not otherwise provided for
- G01D21/02—Measuring two or more variables by means not covered by a single other subclass
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/14—Testing gas-turbine engines or jet-propulsion engines
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- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Testing Of Engines (AREA)
Abstract
The invention relates to an aircraft engine test device, comprising: the gas parameter adjusting part is communicated with the gas source part (1) and is configured to adjust the pressure and/or the temperature of the gas output by the gas source part (1); a gas supply flow path (5) which is communicated with the gas parameter adjusting part and is configured to convey the gas adjusted by the gas parameter adjusting part into a casing of the tested aircraft engine; and a bypass flow path (4) which is communicated with the gas parameter adjusting part and is connected with the gas supply flow path (5) in parallel so as to discharge the gas output by the gas parameter adjusting part when the parameters of the air do not reach the standard, wherein the parameters comprise temperature and/or pressure. By applying the technical scheme of the invention, when the parameter of the air regulated by the gas parameter regulating part does not reach the standard, the air which does not reach the standard can be discharged into the atmosphere through the bypass flow path, and in addition, the compressed air and the air supply pipeline are heated by different heat sources, so the problem that the parameter of the air supplied to the aircraft engine is difficult to ensure in the related technology is solved.
Description
Technical Field
The invention relates to the field of testing of aircraft engines, in particular to aircraft engine testing equipment.
Background
When the whole aircraft engine or the part of the aircraft engine is tested, the test bench is required to simulate the real test conditions of the aircraft engine. Due to test requirements, aero-engine testing often imposes air supply requirements on the rack such as sealing, cooling, axial force adjustment and the like. Because the rotating speed of the aircraft engine is very high when the aircraft engine works, the interior of the aircraft engine is in a high-temperature, high-pressure and high-load environment, so that in order to avoid the influence of air supply of a test bed on extra pneumatics and heat of the engine and further influence the clearance, strength and the like of internal components of the engine, the pressure and the temperature of high-temperature compressed air supplied to the interior of the aircraft engine should be kept consistent with the pneumatic environment of the interior of the engine as far as possible.
Unlike the normal temperature compressed air supply, the high temperature compressed air supply requires heating of the air before entering the aircraft engine, which places a great demand on energy. Because the high-temperature gas can generate heat exchange with a transmission pipeline and the surrounding environment in the transmission process, and the heat exchange rate is influenced by a plurality of factors such as the ambient temperature, the ambient humidity and the like, the temperature precision of the compressed air entering the interior of the aircraft engine is difficult to ensure, and the known technical scheme can not meet the high-precision high-temperature compressed gas supply requirement of the existing aircraft engine.
Known high temperature compressed air supply systems have used a heater to heat the air and transport the air. The pipeline preheating is carried out through high-temperature gas, the preheating time is long, the heat loss is large, the energy waste is serious, and due to the fact that an upstream pipeline of the aircraft engine cannot be preheated, the difference between the temperature of gas supplied to the interior of the aircraft engine and the target temperature is large when gas supply starts, and after the gas enters the interior of the engine, adverse effects are easily caused to the engine. Along with the rise of the temperature of the pipeline, the temperature difference between the high-temperature gas and the temperature of the pipe wall is changed continuously, the temperature control precision is poor, and the conditions of overtemperature and the like are easy to occur. If a high-temperature compressed air supply system with high efficiency, saving and high temperature control precision can be provided, the smooth test and research of the aircraft engine can be greatly promoted.
Disclosure of Invention
The invention aims to provide an aircraft engine test device to solve the problem that parameters of air supplied to an aircraft engine are difficult to guarantee in the related art.
According to an aspect of an embodiment of the present invention, there is provided an aircraft engine testing apparatus including:
an air source part is arranged at the air outlet,
the gas parameter adjusting part is communicated with the gas source part and is configured to adjust the pressure and/or the temperature of the gas output by the gas source part;
the gas supply flow path is communicated with the gas parameter adjusting part and is configured to convey the gas adjusted by the gas parameter adjusting part into a casing of the tested aircraft engine; and
and a bypass flow path which is communicated with the gas parameter adjusting part and is connected with the gas supply flow path in parallel so as to discharge the gas output by the gas parameter adjusting part when the parameters of the air are not up to the standard, wherein the parameters comprise temperature and/or pressure.
In some embodiments, the gas parameter adjustment section comprises:
a pressure regulating portion in communication with the gas source portion configured to regulate a pressure of gas flowing therethrough; and
a temperature adjustment portion in communication with the gas source portion configured to adjust a temperature of gas flowing therethrough.
In some embodiments, the temperature regulation portion is located downstream of the pressure regulation portion in a flow direction of the gas.
In some embodiments, the aircraft engine testing apparatus further comprises:
a first on-off valve provided in the bypass flow path and configured to control on/off of the bypass flow path;
a first pressure sensor provided in the bypass flow path and configured to detect a pressure of the gas in the bypass flow path;
a second switch valve provided in the air supply flow path and configured to control on/off of the air supply flow path;
and the controller is in signal connection with the first switch valve, the first pressure sensor and the second switch valve respectively, and is configured to close the first switch valve and open the second switch valve when the pressure detected by the first pressure sensor reaches a preset pressure.
In some embodiments, the aircraft engine testing apparatus further comprises:
a first on-off valve provided in the bypass flow path and configured to control on/off of the bypass flow path;
a first temperature sensor provided in the bypass flow path and configured to detect a temperature of the gas in the bypass flow path;
a second switching valve provided in the air supply flow path and configured to control on/off of the air supply flow path;
and the controller is in signal connection with the first switch valve, the first temperature sensor and the second switch valve respectively, and is configured to close the first switch valve and open the second switch valve when the temperature detected by the first temperature sensor reaches a preset temperature.
In some embodiments, the gas source portion comprises:
an air compressor;
an air reservoir in communication with an outlet of the air compressor;
a filter in communication with an outlet of the gas reservoir; and
a second pressure sensor configured to detect a pressure of gas output by the filter.
In some embodiments, the gas parameter adjustment section comprises a pressure adjustment section comprising:
a pressure regulating valve;
a safety valve located downstream of the pressure regulating valve in a gas flow direction;
a flow meter downstream of the pressure regulating valve in a gas flow direction;
a check valve downstream of the pressure regulating valve in a gas flow direction;
a third pressure sensor communicating with an outlet of the pressure regulating valve to detect a pressure of the gas regulated by the pressure regulating valve,
the aircraft engine test equipment further comprises a controller, wherein the controller is in signal connection with the pressure regulating valve and the third pressure sensor so as to regulate the opening degree of the pressure regulating valve according to the pressure detected by the third pressure sensor.
In some embodiments, the gas parameter adjustment section comprises a temperature adjustment section comprising:
a heater communicated with an outlet of the pressure adjusting part;
the aircraft engine test equipment further comprises a controller, wherein the controller is in signal connection with the heater and the second temperature sensor respectively so as to cut off the power supply of the heater when the internal temperature of the heater reaches a limit value; and
the aeroengine test equipment further comprises a controller, wherein the controller is respectively in signal connection with the third temperature sensor and the heater so as to adjust the power of the heater according to the temperature detected by the third temperature sensor.
In some embodiments, the bypass flow path is in communication with the supply air flow path, and a regulator valve is also disposed in the bypass flow path to regulate the bypass flow path outlet back pressure.
In some embodiments, a fourth pressure sensor and a fourth temperature sensor are also disposed in the supply air flow path.
In some embodiments, the supply air flow path includes a pipe and a heat tracing band wound around the pipe.
In some embodiments, the heat tracing band is helically wound around the circumference of the pipe.
By applying the technical scheme of the invention, when the parameter of the air regulated by the gas parameter regulating part does not reach the standard, the air which does not reach the standard can be discharged into the atmosphere through the bypass flow path, and in addition, the downstream air supply pipeline of the heater adopts the tracing band to independently heat, thereby solving the problem that the parameter of the air supplied to the aircraft engine is difficult to ensure in the related technology.
Other features of the present invention and advantages thereof will become apparent from the following detailed description of exemplary embodiments thereof, which proceeds with reference to the accompanying drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the related arts, the drawings used in the description of the embodiments or the related arts will be briefly introduced below, it is obvious that the drawings in the description below are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 illustrates a system block diagram of an aircraft engine testing apparatus of an embodiment of the present invention;
FIG. 2 illustrates a system block diagram of an air supply portion of an aircraft engine testing apparatus of an embodiment of the present invention;
FIG. 3 shows a system block diagram of a pressure regulation portion of an aircraft engine testing apparatus of an embodiment of the present invention;
FIG. 4 shows a system block diagram of a temperature conditioning portion of an aircraft engine testing apparatus of an embodiment of the present invention;
FIG. 5 shows a system block diagram of a bypass flow path of an aircraft engine test rig of an embodiment of the present invention;
FIG. 6 illustrates a system block diagram of a supply air flow path of an aircraft engine test rig in an embodiment of the invention; and
FIG. 7 shows a schematic drawing of a heat trace belt installation form of an aircraft engine test rig of an embodiment of the invention.
In the figure:
1. a gas source part; 11. an air compressor; 12. a gas storage tank; 13. a filter; 14. a second pressure detecting member; 2. a pressure adjusting section; 21. a pressure regulating valve; 22. a safety valve; 23. a flow meter; 24. a one-way valve; 25. a third pressure sensor; 3. a temperature adjusting part; 31. a heater; 32. a second temperature sensor; 33. a third temperature sensor; 4. a bypass flow path; 41. a first pressure sensor; 42. a first temperature sensor; 43. a first on-off valve; 44. adjusting a valve; 5. an air supply flow path; 51. a second on-off valve; 52. a fourth pressure sensor; 53. a fourth temperature sensor; 54. a heat tracing band; 6. a controller; 10. an aircraft engine.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 shows a system block diagram of an aircraft engine testing device of the present embodiment, and as shown in fig. 1, the aircraft engine testing device includes a gas source unit 1, a gas parameter adjusting unit, a gas supply flow path 5, and a bypass flow path 4.
The gas parameter adjusting part is communicated with the gas source part 1 and is configured to adjust the pressure and/or temperature of the gas output by the gas source part 1. The air supply flow path 5 communicates with the gas parameter adjustment unit, and is arranged to deliver the gas adjusted by the gas parameter adjustment unit into the casing of the aircraft engine 10 under test. The bypass flow path 4 communicates with the gas parameter adjusting portion and is connected in parallel with the air supply flow path 5 to discharge the gas output from the gas parameter adjusting portion when the parameter of the air, including temperature and/or pressure, is not met.
In the present embodiment, when the parameter of the air adjusted by the gas parameter adjusting section is not met, the air that is not met can be discharged to the atmosphere through the bypass flow path 4, and in addition, the air supply line downstream of the heater is independently heated by the heat tracing band, thereby improving the problem in the related art that the parameter of the air supplied to the aircraft engine 10 is difficult to be ensured.
The gas parameter adjusting portion includes a pressure adjusting portion 2 and a temperature adjusting portion 3. The pressure regulating section 2 communicates with the gas source section 1, and is configured to regulate the pressure of the gas flowing therethrough. The temperature adjusting portion 3 communicates with the gas source portion 1, and is configured to adjust the temperature of the gas flowing therethrough.
The temperature adjusting portion 3 is located downstream of the pressure adjusting portion 2 in the flow direction of the gas.
Referring to fig. 5 and 6, the aircraft engine testing apparatus further includes a first on-off valve 43, a first pressure sensor 41, a second on-off valve 51, and a controller 6. The first on-off valve 43 is provided in the bypass flow path 4, and is configured to control on/off of the bypass flow path 4. The first pressure sensor 41 is provided in the bypass flow path 4, and is configured to detect the pressure of the gas in the bypass flow path 4. The second on-off valve 51 is provided in the air supply flow path 5, and is configured to control on/off of the air supply flow path 5.
The controller 6 is in signal connection with the first switching valve 43, the first pressure sensor 41, and the second switching valve 51, respectively, and is configured to close the first switching valve 43 and open the second switching valve 51 when the pressure detected by the first pressure sensor 41 reaches a predetermined pressure.
As shown in fig. 5, the aircraft engine testing apparatus further comprises a first temperature sensor 42. The first temperature sensor 42 is provided in the bypass flow path 4, and is configured to detect the temperature of the gas in the bypass flow path 4.
The controller 6 is in signal connection with the first switching valve 43, the first temperature sensor 42, and the second switching valve 51, respectively, and is configured to close the first switching valve 43 and open the second switching valve 51 when the temperature detected by the first temperature sensor 42 reaches a predetermined temperature.
In the present embodiment, after both the pressure of the gas detected by the first pressure sensor 41 and the temperature of the gas detected by the first temperature sensor 42 reach the standards, the controller 6 closes the first on-off valve 43 and opens the second on-off valve 51 to deliver the air into the casing of the aircraft engine to be detected through the air supply flow path 5.
As shown in fig. 1 and 2, the air supply unit 1 includes an air compressor 11, an air tank 12, a filter 13, and a second pressure sensor 14. The air tank 12 communicates with the outlet of the air compressor 11. The filter 13 is communicated with the outlet of the air storage tank 12; the second pressure sensor 14 is configured to detect the pressure of the gas output by the filter 13. The air compressor 11, the air tank 12, the filter 13, and the second pressure sensor 14 are arranged in this order from upstream to downstream in the flow direction of the gas.
The controller is in signal connection with the second pressure sensor 14 to monitor the pressure of the gas output from the gas source portion 1.
As shown in fig. 1 and 3, the gas parameter adjusting part includes a pressure adjusting part 2, and the pressure adjusting part 2 includes a pressure adjusting valve 21, a safety valve 22, a flow meter 23, a check valve 24, and a third pressure sensor 25.
The safety valve 22 is located downstream of the pressure regulating valve 21 in the gas flow direction. The flow meter 23 is located downstream of the pressure regulating valve 21 in the gas flow direction. The check valve 24 is located downstream of the pressure regulating valve 21 in the gas flow direction. The third pressure sensor 25 communicates with the outlet of the pressure regulating valve 21 to detect the pressure of the gas regulated by the pressure regulating valve 21.
The pressure regulating valve 21, the safety valve 22, the flow meter 23, and the check valve 24 are arranged in this order from upstream to downstream in the flow direction of the gas, and adjacent two components are communicated.
The controller 6 is in signal connection with the third pressure sensor 25 to detect the pressure of the gas regulated by the pressure regulating valve 21, and the controller 6 is in signal connection with the pressure regulating valve 21 to regulate the opening degree of the pressure regulating valve 21 according to the pressure detected by the third pressure sensor 25.
The controller 6 is also in signal connection with the flow meter 23 to monitor the gas flow rate in the pressure regulating part 2.
The check valve 24 is located upstream of the temperature adjusting section 3 in the gas flow direction, and ensures that the hot air downstream does not flow backward upstream and damage the upstream room temperature components. In addition, a safety valve 24 is located upstream of the temperature regulation portion 3 in the flow direction of the gas, protecting the system from overpressure when the pressure regulation portion 2 fails.
As shown in fig. 1 and 4, the gas parameter adjusting part includes a temperature adjusting part 3, and the temperature adjusting part 3 includes a heater 31, a second temperature sensor 32, and a third temperature sensor 33. The heater 31 communicates with the outlet of the pressure regulating portion 2. The second temperature sensor 32 is configured to detect the temperature of the inside of the heater 31. The third temperature sensor 33 is configured to retrieve the temperature of the air discharged from the outlet of the heater 31.
The second temperature sensor 32 detects the temperature of the inside of the heater 31, and the controller 6 cuts off the main power of the heater 31 and gives an alarm when the temperature of the inside of the heater 31 passes a limit value.
The controller 6 is in signal connection with the heater 31, the second temperature sensor 32 and the third temperature sensor 33 respectively, so as to control the power of the heater 31 and monitor the temperature inside the heater 31 and the temperature at the outlet of the heater 31. The heater 31 is divided into a plurality of control loops, the control loops are all controlled by the controller 6, when the temperature value of the outlet of the heater 31 is far lower than a set value, the heater 31 can output full power, and the function of remotely setting the target temperature can be realized. When the actual temperature approaches the set value, the power output of the heater 31 gradually decreases. Once the temperature reaches the set value, the heater 31 power output tends to stabilize. The heater 31 heats the compressed air independently, and an air supply pipeline at the downstream of the heater 31 does not need to be heated, so that the temperature control mode has the advantages of high control precision and energy saving.
The power of the heater 31 is calculated according to the following equation so as to satisfy the power required for heating the air.
P air ＝E×C air ×Q×△t
Wherein E is an empirical coefficient, cair is the specific heat of the medium, Q is the medium flow, and delta t is the temperature difference between the inlet and the outlet of the medium.
As shown in fig. 1 and 5, the bypass passage 4 is connected in parallel with the air supply passage 5, and a regulator valve 44 is provided in the bypass passage 4 to regulate the back pressure at the outlet of the bypass passage.
As shown in fig. 1 and 5, the bypass flow path 4 is located downstream of the temperature adjustment portion 3 in the air flow direction, and the bypass flow path 4 is used for preheating the heater 31 of the temperature adjustment portion 3 and adjusting the air path parameters. The bypass passage 4 can introduce the compressed air from the outlet of the heater 31 into the atmosphere when the parameters of the gas do not meet the design requirements. The bypass passage 4 is provided with a first on-off valve 43, a regulator valve 44, a first temperature sensor 42, and a first pressure sensor 41. The first on-off valve 43, the regulator valve 44, the first temperature sensor 42, and the first pressure sensor 41 are electrically connected to the controller 6. The first switch valve 43 is used for remotely controlling the opening and closing of the bypass flow path 4, the system high-temperature compressed air is led to the atmosphere when the first switch valve 43 is opened, and the system high-temperature compressed air is led to the aircraft engine through the air supply flow path 5 when the first switch valve 43 is closed. The regulating valve 44 can remotely regulate the area of the compressed gas outlet of the bypass flow path 4 for simulating the real back pressure environment of the inlet of the aircraft engine.
As shown in fig. 1 and 6, a fourth pressure sensor 52 and a fourth temperature sensor 53 are also provided in the air supply flow path 5.
The supply air flow path 5 is connected downstream of the temperature adjustment unit 3 and in parallel with the bypass flow path 4. The supply air flow path is provided with a second on-off valve 51, a fourth pressure sensor 52, and a fourth temperature sensor 53. The second switching valve 51, the fourth pressure sensor 52, and the fourth temperature sensor 53 are electrically connected to the control module 6.
The second switch valve 51 is used for remotely controlling the opening and closing of the air supply flow path 5, when the second switch valve 51 is opened, the system high-temperature compressed air is led to the aircraft engine, and when the second switch valve 51 is closed, the system high-temperature compressed air is led to the atmosphere through the bypass flow path 4. The heat tracing band 54 is wound on the air supply pipeline according to the form of fig. 7, and by utilizing contact type heat conduction, the heat conduction efficiency is improved, the preheating time of the pipeline is greatly shortened, and the energy is saved. The flexible heat tracing band can adapt to the change of various pipeline shapes, is convenient for pipeline arrangement, can be wound to the air inlet of the aircraft engine from the heater 31 all the time, can ensure that the pipeline before the engine keeps the set temperature before air supply, and ensures the accuracy of the air supply temperature of the aircraft engine. An aluminum silicate cotton heat-insulating layer is wrapped outside the heat tracing band and used for reducing heat loss and protecting personnel safety; the heat tracing band 54 is self-contained with an insulating outer sheath for safe use with a conductive surface and can be flexibly adjusted in length in series.
The air supply flow path 5 is made of flexible materials, can be wound on the surface of the pipeline according to actual use conditions, is bound by a high-temperature binding belt, and achieves the purpose of heating the pipeline through contact heat conduction. Further, the flexible heat tracing band used for the air supply flow path 5 can be flexibly adjusted in length using a serial form. Further, the heat tracing tape used for the air supply flow path 5 is provided with an outer sheath for electrical insulation for safe use with a conductive surface. All high-temperature surfaces of the high-temperature compressed air supply system are coated by aluminum silicate heat-insulating cotton, so that the heat loss is reduced to the maximum extent, and workers are protected from being scalded.
The air supply flow path 5 includes a pipe and a heat tracing band 54 wound around the pipe. In some embodiments, the heat tracing band 54 is helically wound around the circumference of the pipe.
The power of the heat tracing band 54 is calculated according to the following formula to satisfy the power required by the heating of the air supply pipeline.
P pipe ＝K×G×C pipe ×△t/h
Wherein K is an empirical coefficient, G is the pipeline mass, cpipe is the specific heat of the stainless steel pipe, h is the temperature rise time, and delta t is the temperature difference before and after the temperature rise of the air supply pipeline.
At the start of the test, the second on-off valve 51 in the air supply flow path 5 is closed, the first on-off valve 43 in the air supply bypass flow path 4 is opened, and the heat tracing band 54 in the air supply flow path 5 is opened. The system controller 6 collects a pressure and a temperature signal before the first on-off valve 43 of the bypass flow path 4 and a gas supply line temperature signal of the gas supply flow path 5. When the pressure and temperature before the first on-off valve 43 of the bypass flow path 4 and the temperature of the air supply line of the air supply flow path 5 satisfy the test requirements, the test is performed by switching to the air supply flow path 5.
The calculation processes of the formula (1) and the formula (2) will be described below in a specific embodiment.
Certain aircraft engines need to provide high-temperature compressed air with the flow rate of 0.5kg/s and the temperature of 400 ℃, and the specific heat capacity of the gas at different temperatures is equal to 1.004 kJ/(kg). The temperature difference between the air entering and leaving the heater is delta t = (400-0) ° c =400 ℃. Heating device required power P air ＝E×C air ×Q×△t＝1.2×1.004kJ/(kg*℃)×0.5kg/s×400℃＝240.96kW.
Assuming a heated moldThe total mass of the stainless steel pipeline at the downstream of the block is 500kg, the specific heat of the stainless steel pipe is 0.5 kJ/(kg), the temperature of the heat tracing band is required to be heated from 0 ℃ to 400 ℃ within 20min, and the power of the heat tracing band is Pp ipe ＝K×G×C pipe ×△t/h＝1.1×500kg×0.5kJ/(kg*℃)×400℃/20/60＝91.66kW。
In the embodiment, the high-temperature compressed air supply system can provide compressed air at required temperature and pressure for the aircraft engine. Aiming at the defects of long preheating time, large heat loss, poor temperature control precision and the like in the prior art, the invention adopts a method of combining a heater and a heat tracing band to respectively heat incoming flow compressed air and a pipeline along the way. The design improves the temperature of a front-end pipeline of the aircraft engine on the one hand, greatly reduces heat loss, and avoids damage to the interior of the engine due to low-temperature gas entering the interior of the engine. On the other hand, the temperature of the pipeline and the heated gas is controllable, the temperature control precision of the inlet of the aircraft engine is improved, the preheating time of the pipeline is shortened, and the test efficiency is improved.
1. The high-temperature compressed air supply system respectively heats the compressed air and the transmission pipeline, eliminates the influence of heat loss of the high-temperature air with the pipeline and the environment in the transmission process, and greatly improves the temperature control precision.
2. According to the high-temperature compressed air supply system, the pipeline at the downstream of the aeroengine on the downstream of the bypass flow path adopts the flexible bendable heat tracing band to heat the pipeline and gas, so that the system can adapt to the complicated flow path trend near the aeroengine in the test bed, and great convenience is provided for the design, manufacture and installation construction of test equipment.
3. Compared with the traditional high-temperature air supply system, the high-temperature compressed air supply system reduces the heat loss caused by pipeline heat exchange at the downstream of the bypass flow path 4, can provide gas with higher temperature for the aircraft engine at the initial stage of air supply, and avoids the structural and pneumatic damages caused by uneven temperature inside the aircraft engine.
4. According to the high-temperature compressed air supply system, due to the fact that the heater 31 and the heat tracing band 54 are used for heating in a double mode, preheating time of a front pipeline of an aircraft engine is greatly shortened, and the utilization rate of a test bed is improved.
5. According to the high-temperature compressed air supply system disclosed by the invention, the heat tracing band is adopted to carry out contact type heat conduction preheating on the downstream pipeline of the bypass passage instead of the traditional high-temperature gas preheating, so that the heat conduction efficiency is high, the energy waste is avoided, and the test cost is saved.
The present invention is not limited to the above exemplary embodiments, and any modifications, equivalent replacements, improvements, etc. within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (12)
1. An aircraft engine testing apparatus, comprising:
an air source part (1),
the gas parameter adjusting part is communicated with the gas source part (1) and is configured to adjust the pressure and/or the temperature of the gas output by the gas source part (1);
a gas supply flow path (5) which is communicated with the gas parameter adjusting part and is configured to convey the gas adjusted by the gas parameter adjusting part into a casing of an aircraft engine (10) to be tested; and
and a bypass flow path (4) which is communicated with the gas parameter adjusting part and is connected with the gas supply flow path (5) in parallel so as to discharge the gas output by the gas parameter adjusting part when the parameters of the air do not reach the standard, wherein the parameters comprise temperature and/or pressure.
2. The aircraft engine testing apparatus according to claim 1, wherein the gas parameter adjusting section includes:
a pressure regulating portion (2) communicating with the gas source portion (1) and configured to regulate a pressure of the gas flowing therethrough; and
a temperature regulation section (3) in communication with the gas source section (1) configured to regulate the temperature of the gas flowing therethrough.
3. The aircraft engine testing apparatus according to claim 2, characterized in that the temperature regulation portion (3) is located downstream of the pressure regulation portion (2) in the flow direction of the gas.
4. The aircraft engine testing apparatus of claim 1, further comprising:
a first on-off valve (43) provided in the bypass flow path (4) and configured to control on/off of the bypass flow path (4);
a first pressure sensor (41) provided in the bypass flow path (4) and configured to detect a pressure of the gas in the bypass flow path (4);
a second on-off valve (51) provided in the air supply flow path (5) and configured to control on/off of the air supply flow path (5);
a controller (6) in signal connection with the first switching valve (43), the first pressure sensor (41) and the second switching valve (51), respectively, and configured to close the first switching valve (43) and open the second switching valve (51) when the pressure detected by the first pressure sensor (41) reaches a predetermined pressure.
5. The aircraft engine testing apparatus according to claim 1, further comprising:
a first on-off valve (43) provided in the bypass flow path (4) and configured to control on/off of the bypass flow path (4);
a first temperature sensor (42) provided in the bypass flow path (4) and configured to detect a temperature of the gas in the bypass flow path (4);
a second on-off valve (51) provided in the air supply flow path (5) and configured to control on/off of the air supply flow path (5);
and a controller (6) in signal connection with the first switch valve (43), the first temperature sensor (42) and the second switch valve (51), respectively, and configured to close the first switch valve (43) and open the second switch valve (51) when the temperature detected by the first temperature sensor (42) reaches a predetermined temperature.
6. The aircraft engine testing apparatus according to claim 1, wherein the air supply portion (1) comprises:
an air compressor (11);
an air tank (12) communicating with an outlet of the air compressor (11);
a filter (13) in communication with an outlet of the air reservoir (12); and
a second pressure sensor (14) configured to detect a pressure of the gas output by the filter (13).
7. The aircraft engine testing apparatus according to claim 1, wherein said gas parameter regulating portion comprises a pressure regulating portion (2), said pressure regulating portion (2) comprising:
a pressure regulating valve (21);
a safety valve (22) located downstream of the pressure regulating valve (21) in a gas flow direction;
a flow meter (23) located downstream of the pressure regulating valve (21) in a gas flow direction;
a check valve (24) located downstream of the pressure regulating valve (21) in a gas flow direction;
a third pressure sensor (25) communicating with an outlet of the pressure regulating valve (21) to detect a pressure of the gas regulated by the pressure regulating valve (21),
the aircraft engine test equipment further comprises a controller (6), wherein the controller is in signal connection with the pressure regulating valve (21) and the third pressure sensor (25) so as to regulate the opening degree of the pressure regulating valve (21) according to the pressure detected by the third pressure sensor (25).
8. The aircraft engine testing apparatus according to claim 1, wherein the gas parameter adjustment section comprises a temperature adjustment section (3), the temperature adjustment section (3) comprising:
a heater (31) that communicates with an outlet of the pressure adjustment unit (2);
a second temperature sensor (32) configured to detect a temperature of an interior of the heater (31), the aircraft engine testing apparatus further comprising a controller (6), the controller (6) being in signal connection with the heater (31) and the second temperature sensor (32), respectively, to cut off power to the heater (31) when the temperature of the interior of the heater (31) reaches a limit value; and
a third temperature sensor (33) configured to detect the temperature of air discharged from an outlet of the heater (31), the aircraft engine test equipment further comprising a controller (6), the controller (6) being in signal connection with the third temperature sensor (33) and the heater (31) respectively, to adjust the power of the heater (31) according to the temperature detected by the third temperature sensor (33).
9. The aircraft engine testing apparatus according to claim 1, wherein the bypass flow path (4) is connected in parallel with the supply flow path (5), and a regulating valve (44) is further provided in the bypass flow path (4) to regulate the bypass flow path outlet back pressure.
10. The aircraft engine testing apparatus according to claim 1, characterized in that a fourth pressure sensor (52) and a fourth temperature sensor (53) are further provided in the supply air flow path (5).
11. The aircraft engine testing apparatus according to claim 1, wherein the supply air flow path (5) comprises a pipe and a heat tracing band (54) wound around the pipe.
12. The aircraft engine testing apparatus of claim 11, wherein said heat tracing band (54) is helically wound around the periphery of said conduit.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110339318.2A CN115144184A (en) | 2021-03-30 | 2021-03-30 | Aeroengine test equipment |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110339318.2A CN115144184A (en) | 2021-03-30 | 2021-03-30 | Aeroengine test equipment |
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| CN115144184A true CN115144184A (en) | 2022-10-04 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117554083A (en) * | 2024-01-11 | 2024-02-13 | 天津航天瑞莱科技有限公司 | Method for loading system by adopting engine casing thermal internal pressure fatigue test |
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2021
- 2021-03-30 CN CN202110339318.2A patent/CN115144184A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117554083A (en) * | 2024-01-11 | 2024-02-13 | 天津航天瑞莱科技有限公司 | Method for loading system by adopting engine casing thermal internal pressure fatigue test |
| CN117554083B (en) * | 2024-01-11 | 2024-04-12 | 天津航天瑞莱科技有限公司 | Method for loading system by adopting engine casing thermal internal pressure fatigue test |
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