CN115876480A

CN115876480A - Aero-engine emission analysis test platform based on high-altitude simulation and control method

Info

Publication number: CN115876480A
Application number: CN202211352052.6A
Authority: CN
Inventors: 陈龙飞; 徐征; 钟生辉; 于振鸿; 朱美印; 潘康; 沈小伟
Original assignee: Hangzhou Innovation Research Institute of Beihang University
Current assignee: Hangzhou Innovation Research Institute of Beihang University
Priority date: 2022-10-31
Filing date: 2022-10-31
Publication date: 2023-03-31

Abstract

The invention discloses an aeroengine emission analysis test platform based on high altitude simulation and a control method, wherein the aeroengine emission analysis test platform based on high altitude simulation comprises a high altitude simulation system, an emission sampling detection system and an air intake and exhaust system, the high altitude simulation system comprises an environment cabin and a high altitude simulation cabin, an aeroengine is arranged in the environment cabin, the emission sampling detection system and the high altitude simulation cabin are communicated with the aeroengine to receive exhaust of the aeroengine, an air intake assembly of the air intake and exhaust system is towards the environment cabin and the aeroengine to intake air, the exhaust assembly extracts gas in the environment cabin, the high altitude simulation cabin, the emission sampling detection system and the aeroengine, and a multistage dilution assembly is arranged in the emission sampling detection system. The aeroengine emission analysis test platform based on high altitude simulation provided by the embodiment of the invention can be compatible with different types of aeroengines so as to realize collection and detection of exhaust and high altitude evolution simulation.

Description

Aero-engine emission analysis test platform based on high-altitude simulation and control method

Technical Field

The invention relates to the technical field of test and analysis of emissions of aero-engines, in particular to an aero-engine emission analysis test platform based on high altitude simulation and a control method.

Background

The exhaust gas of an aircraft engine mainly contains volatile particulate matters, non-volatile particulate matters, nitrogen oxides, incompletely combusted hydrocarbons and some unconventional emissions, wherein the particulate matters in the exhaust gas can be used as heterogeneous condensation nuclei of gaseous water in high-altitude, low-temperature and low-pressure environments, so that the generation of aviation wake clouds is directly promoted, the global forced radiation balance is influenced, a positive contribution is made to the global warming process, and gas pollutants in the exhaust gas can undergo complex physicochemical processes in the atmosphere and finally influence the environment near the ground, so that the accurate detection of the exhaust gas is of great significance for environmental assessment.

In the prior art, the exhaust of an aircraft engine is mainly detected by establishing a test platform.

However, the existing test platform detects the exhaust gas based on the ground condition, and meanwhile, most of the evolution process research is based on the ground test platform, but the aero-engine mainly works in the high-altitude low-temperature and low-pressure environment, so that the conclusion obtained from the ground test platform cannot be extrapolated to the evolution process of the particles in the high-altitude environment, that is, the characteristics of the exhaust gas in the high altitude and the evolution process in the high altitude cannot be accurately reflected, so that the detection accuracy of the test platform is low; meanwhile, the existing test platform is only suitable for some types of aircraft engines, is poor in compatibility and cannot simultaneously detect various substances in exhaust.

Disclosure of Invention

The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides an aeroengine emission analysis test platform based on high altitude simulation, which can carry out high altitude evolution simulation on exhaust, is compatible with different types of aeroengines and can simultaneously detect various emissions of the exhaust, and solves the technical problems that the test platform in the prior art is low in detection accuracy and poor in compatibility and cannot simultaneously detect various emissions in the exhaust.

The invention also aims to provide a control method of the aeroengine emission analysis test platform based on the high-altitude simulation.

The aeroengine emission analysis test platform based on high-altitude simulation comprises: the high-altitude simulation system comprises an environment cabin and a high-altitude simulation cabin, wherein an aircraft engine to be detected is arranged in the environment cabin, and the high-altitude simulation cabin is communicated with the aircraft engine and used for receiving exhaust of the aircraft engine; the emission sampling detection system is communicated with the aircraft engine and is used for receiving the exhaust gas of the aircraft engine, and collecting and detecting the exhaust gas; an air intake and exhaust system including an air intake assembly coupled to the environmental chamber and the aircraft engine for intake of air toward the environmental chamber and the aircraft engine, and an air exhaust assembly coupled to the high altitude simulation system, the emission sampling detection system, and the aircraft engine for extraction of air from the environmental chamber, the high altitude simulation chamber, the emission sampling detection system, and the aircraft engine; wherein, a multi-stage dilution assembly is arranged in the emission sampling and detecting system.

According to the aerial engine emission analysis test platform based on the aerial simulation, the aerial simulation system is arranged, the aerial engine to be detected is arranged in the environment cabin of the aerial simulation system, and the aerial simulation cabin of the aerial simulation system is communicated with the aerial engine, so that part of exhaust generated by the aerial engine can enter the aerial simulation cabin, and the research on the aerial exhaust evolution process is facilitated; by arranging the emission sampling detection system and communicating the emission sampling detection system with the aircraft engine, the emission sampling detection system is convenient to acquire and detect partial exhaust of the aircraft engine, data support is provided for organization regulation and control of subsequent combustion flow of the aircraft engine, and meanwhile, the influence of application of aviation sustainable fuel oil, zero-carbon fuel and the like on the aviation emission can be evaluated; through set up multistage dilution subassembly in emission sampling detecting system, multistage dilution subassembly cooperation can make the aeroengine emission analysis test platform based on high altitude simulation of this application can detect the exhaust of aeroengine of different grade type, promotes the compatibility of aeroengine emission analysis test platform based on high altitude simulation. That is to say, the aeroengine emission analysis test platform based on high altitude simulation of the application can carry out high altitude evolution simulation, collection and detection on the exhaust of different types of aeroengines.

According to some embodiments of the invention, the aerial engine emission analysis test platform based on high altitude simulation comprises: the first flow divider comprises a first air inlet end, a first exhaust end and a second exhaust end, wherein the first exhaust end and the second exhaust end are communicated with the first air inlet end, and the first air inlet end is used for receiving the exhaust gas; the sampling assembly and the first carbon dioxide analyzer are both communicated with the first exhaust end, the sampling assembly is used for collecting the exhaust gas, and the first carbon dioxide analyzer is used for analyzing the exhaust gas; a first dilution assembly in communication with the second exhaust end for diluting the exhaust gas; the cyclone separator is arranged between the first dilution assembly and the analysis assembly and is respectively communicated with the first dilution assembly and the analysis assembly; wherein, the analysis subassembly includes five component analysis appearance, fourier infrared analysis appearance, scanning mobility particulate matter particle size spectrometer and black carbon analysis appearance.

Optionally, the emission sampling detection system further comprises: a second dilution assembly downstream of the first dilution assembly for diluting the exhaust gas.

Optionally, the emission sampling detection system further comprises a volatile particle removal instrument, a second flow splitter and a non-volatile particle analyzer, which are sequentially arranged along the exhaust gas flow direction, wherein the non-volatile particle analyzer comprises a non-volatile particle mass analyzer and a non-volatile particle number analyzer; the volatile particle removal instrument is located at the downstream of the second dilution component, the second flow divider comprises a second air inlet end, a third air outlet end, a fourth air outlet end and a fifth air outlet end, the third air outlet end, the fourth air outlet end and the fifth air outlet end are communicated with the second air inlet end, the second air inlet end is communicated with the volatile particle removal instrument, the third air outlet end is communicated with the non-volatile particle mass analyzer, the fourth air outlet end is communicated with the non-volatile particle number analyzer, and the fifth air outlet end is connected with the air suction pump.

Optionally, a second carbon dioxide analyzer is arranged between the fifth exhaust end and the air pump.

Optionally, the sampling assembly comprises a two-dimensional chromatography mass spectrometry sampler and a particle sampler.

Optionally, the high altitude simulation system includes a first humidity controller and a first refrigerator, the first humidity controller, the first refrigerator and the environment cabin are communicated, the first humidity controller is used for adjusting the humidity of the environment cabin, and the first refrigerator is used for adjusting the temperature of the environment cabin.

Optionally, the high altitude simulation system comprises an engine air inlet pipe and an engine exhaust pipe, the engine air inlet pipe is communicated with an air inlet end of the aircraft engine, and the engine exhaust pipe is communicated with an exhaust end of the aircraft engine; the environment cabin is internally provided with an adjusting plate and a dynamometer element, the adjusting plate is used for adjusting the volume of the environment cabin, and the dynamometer element is connected with the engine intake pipe and the engine exhaust pipe in a detachable mode.

Optionally, the high altitude simulation system comprises a second humidity controller and a second refrigerator, the second humidity controller and the second refrigerator are communicated with the high altitude simulation cabin, the second humidity controller is used for adjusting the humidity of the high altitude simulation cabin, and the second refrigerator is used for adjusting the temperature of the high altitude simulation cabin.

The control method of the aeroengine emission analysis test platform based on high altitude simulation comprises the following steps: locating the aero-engine in the environmental chamber; starting the aero-engine under the ground air intake condition, judging whether the condition of the aero-engine is normal or not, and executing the next step if the condition of the aero-engine is normal; if not, fault removal is carried out; starting the high altitude simulation system, the emission sampling detection system and the air intake and exhaust system, detecting the exhaust of the aircraft engine and simulating the evolution process of the exhaust.

According to the control method of the aero-engine emission analysis test platform based on high altitude simulation, after the aero-engine is started and the condition of the aero-engine is normal, the high altitude simulation system, the emission sampling detection system and the air intake and exhaust system are started, so that the purposes of collecting and detecting the exhaust of the aero-engine and researching the high altitude exhaust evolution process are achieved, data support is provided for the organization and control of the subsequent aero-engine combustion flow, and meanwhile, the influence of the application of aviation sustainable fuel oil, zero-carbon fuel oil and the like on the aero-emission can be evaluated.

Additional aspects and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

FIG. 1 is a schematic diagram of an aerial engine emission analysis test platform based on high altitude simulation according to some embodiments of the present invention.

FIG. 2 is a schematic diagram of an air induction assembly according to some embodiments of the present invention.

FIG. 3 is a schematic diagram of an emissions sampling detection system according to some embodiments of the present invention.

FIG. 4 is a schematic diagram of a high altitude simulation system and an exhaust assembly according to some embodiments of the present invention.

FIG. 5 is a schematic illustration of an environmental chamber according to some embodiments of the present invention.

FIG. 6 is a flow chart of an aircraft engine emissions analysis test platform control method based on high altitude simulation in accordance with some embodiments of the present invention.

FIG. 7 is a flow chart of a control method for an aircraft engine emission analysis test platform based on high altitude simulation according to further embodiments of the present invention.

Reference numerals:

1000. an aeroengine emission analysis test platform based on high altitude simulation;

100. a high altitude simulation system;

110. an environmental chamber;

121. a first humidity controller; 122. a second humidity controller;

131. a first refrigerator; 132. a second refrigerator;

141. an environmental chamber air inlet pipe; 142. an environmental chamber exhaust pipe;

151. an engine intake duct; 152. an engine exhaust pipe;

160. an adjusting plate; 161. a first adjusting plate; 162. a second adjusting plate; 163. a seal ring;

170. a dynamometer element;

180. a high-altitude simulation cabin;

190. replacing a pipe flange;

200. an emissions sampling detection system;

210. a first splitter;

211. a first air inlet end;

212. a first exhaust end; 213. a second exhaust end; 214. a sixth exhaust end;

220. a sampling component;

221. a two-dimensional chromatographic mass spectrometer; 222. a particle sampler;

231. a first carbon dioxide analyzer; 232. a second carbon dioxide analyzer;

241. a first dilution assembly; 242. a second dilution assembly;

243. a second filter; 244. a second heat exchanger; 245. a safety valve; 246. a dilution chamber;

250. a cyclone separator;

260. an analysis component;

261. a five-component analyzer; 262. a Fourier infrared analyzer;

263. scanning an electric mobility particle size spectrometer; 264. a black carbon analyzer;

270. a volatile particle removal instrument;

280. a second flow splitter;

281. a second air inlet end;

282. a third exhaust end; 283. a fourth exhaust end; 284. a fifth exhaust end;

290. a non-volatile particle analyzer;

291. a non-volatile particle mass analyzer;

292. a non-volatile particle number analyzer;

300. an air intake and exhaust system;

310. an air intake assembly;

311. an air intake tower; 312. a first filter; 313. a dryer; 314. a screw air compressor;

315. a first air inlet path; 3151. a condenser;

316. a second gas inlet path; 3161. a warming machine;

317. a mixer; 318. a third humidity controller;

320. an exhaust assembly; 321. a first heat exchanger; 322. a vacuum pump;

400. a flow meter; 500. adjusting a valve;

610. a temperature-humidity-pressure sensor; 620. a temperature sensor; 630. a pressure sensor;

720. a cooler;

800. an air pump; 900. an isolation valve;

2000. an aircraft engine.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.

In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are only for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.

An aerial engine emission analysis test platform 1000 based on high altitude simulation according to an embodiment of the present invention is described below with reference to the accompanying drawings.

As shown in fig. 1, an aircraft engine emission analysis test platform 1000 based on high altitude simulation according to an embodiment of the present invention includes: high altitude simulation system 100, emissions sampling detection system 200, and air intake and exhaust system 300.

As shown in fig. 1, the high altitude simulation system 100 includes an environment cabin 110 and a high altitude simulation cabin 180, an aircraft engine 2000 to be detected is disposed in the environment cabin 110, the high altitude simulation cabin 180 is communicated with the aircraft engine 2000, and the high altitude simulation cabin 180 is used for receiving exhaust gas of the aircraft engine 2000. It is understood that the aircraft engine 2000 is disposed in the environmental chamber 110, and the exhaust gas generated by the aircraft engine 2000 can be discharged into the high altitude simulation chamber 180, wherein the environmental chamber 110 is used for simulating the environment of the aircraft engine 2000 in the high altitude, i.e. simulating the fuselage environment, and the high altitude simulation chamber 180 is used for performing high altitude evolution simulation on the exhaust gas of the aircraft engine 2000, so as to facilitate accurate detection of the characteristics of the exhaust gas of the aircraft engine 2000 in the high altitude and the evolution process in the high altitude.

In some examples, an installation platform (not shown) is disposed within environmental chamber 110, and aircraft engine 2000 is mounted on the installation platform to enable aircraft engine 2000 to be disposed within environmental chamber 110.

As shown in fig. 1, the emission sampling detection system 200 is in communication with the aircraft engine 2000, and the emission sampling detection system 200 is configured to receive exhaust gas of the aircraft engine 2000, collect and detect the exhaust gas. That is to say, the exhaust gas of the aircraft engine 2000 of the present application is not only discharged into the high altitude simulation cabin 180, but also part of the exhaust gas is discharged to the emission sampling and detecting system 200, and the emission sampling and detecting system 200 is used for collecting and detecting various emissions in the exhaust gas, so as to provide data support for the organization and regulation of the subsequent combustion flow of the aircraft engine 2000, and meanwhile, the influence of the application of aviation sustainable fuel oil and zero-carbon fuel oil on the aviation emission can be evaluated.

In some examples, a sampling rake is provided at an exhaust port of the aircraft engine 2000, and the sampling rake is connected with the exhaust sampling detection system 200 so as to collect and detect the exhaust of the aircraft engine 2000 by using the exhaust sampling detection system 200.

In summary, the multi-point sampling is provided at the exhaust port of the aircraft engine 2000, which facilitates the high altitude evolution simulation of the exhaust of the aircraft engine 2000 by using the high altitude simulation cabin 180, and facilitates the collection and detection of the exhaust of the aircraft engine 2000 by using the exhaust sampling and detecting system 200.

As shown in fig. 1, the air intake and exhaust system 300 includes an air intake assembly 310 and an air exhaust assembly 320, wherein the air intake assembly 310 is connected to the environmental chamber 110 and the aircraft engine 2000 to intake air toward the environmental chamber 110 and the aircraft engine 2000. The air intake assembly 310 is connected with the environmental chamber 110 and the aircraft engine 2000, so that air is respectively introduced into the environmental chamber 110 and the aircraft engine 2000 by the air intake assembly 310, and the high-altitude environment of the aircraft engine 2000 is conveniently simulated in the following process, so that exhaust of the aircraft engine 2000 is conveniently detected and analyzed.

As shown in FIG. 1, exhaust assembly 320 is coupled to aerial simulation system 100, emission sampling and detection system 200, and to aerial engine 2000 to extract gases from environmental chamber 110, aerial simulation chamber 180, emission sampling and detection system 200, and aerial engine 2000.

When the exhaust assembly 320 extracts gas in the environment cabin 110, low-pressure simulation can be conveniently performed on the environment cabin 110, so that the simulation of the body state of the aircraft engine 2000 is realized, and the detection precision of the subsequent aircraft engine 2000 is improved; when the exhaust assembly 320 extracts the gas in the high-altitude simulation cabin 180, low-pressure simulation of the high-altitude simulation cabin 180 can be realized, so that high-altitude evolution simulation of the exhaust in the aircraft engine 2000 by using the high-altitude simulation cabin 180 is facilitated; facilitating flow of exhaust gas within emission sampling detection system 200 as exhaust assembly 320 draws gas from emission sampling detection system 200, thereby facilitating detection of exhaust gas by emission sampling detection system 200 while also allowing excess exhaust gas within emission sampling detection system 200 to be exhausted; when exhaust assembly 320 extracts gas from aircraft engine 2000, excess exhaust gas generated by aircraft engine 2000 may be facilitated to be vented.

That is, the exhaust gas generated by the aircraft engine 2000 of the present application is divided into three portions, the first portion is discharged into the high altitude simulation chamber 180 for high altitude evolution simulation, the second portion is discharged into the emission sampling detection system 200 for detection, and the third portion is directly discharged through the exhaust assembly 320.

In some examples, a flow splitting assembly may be provided at an exhaust port of the aircraft engine 2000, the flow splitting assembly adapted to split exhaust gas produced by the aircraft engine 2000 into three portions for flow.

Further, a multi-stage dilution assembly is disposed in the emission sampling detection system 200. The multistage dilution assembly dilutes the emissions in the exhaust for multiple times, so that the aeroengine emission analysis test platform 1000 based on high altitude simulation of the present application can detect different types of aeroengines 2000, and the compatibility of the aeroengine emission analysis test platform 1000 based on high altitude simulation is improved.

By the structure, the aero-engine emission analysis test platform 1000 based on high altitude simulation according to the embodiment of the invention has the function of simulating high altitude evolution of the exhaust gas of the aero-engine 2000 by arranging the environment cabin 110 and the high altitude simulation cabin 180, which is significant for measuring the influence of the exhaust gas of the aero-engine 2000 on the environment and the climate.

Meanwhile, the high altitude evolution simulation of the exhaust by the high altitude simulation cabin 180 is studied by only introducing part of the exhaust of the aero-engine 2000 into the high altitude simulation cabin 180, rather than introducing all the exhaust of the aero-engine 2000 into the high altitude simulation cabin 180, which can reduce the influence on the exhaust due to the high altitude evolution of the exhaust to the maximum extent, that is, part of the exhaust of the aero-engine 2000 can be smoothly discharged through the exhaust assembly 320 and can smoothly enter the emission sampling detection system 200 for detection.

The emission sampling detection system 200 is arranged to collect and detect the exhaust gas of the aircraft engine 2000, so that data support can be provided for the organization and regulation of the subsequent combustion flow of the aircraft engine 2000, and meanwhile, the influence of the application of aviation sustainable fuel oil, zero-carbon fuel and the like on the aviation emission can be evaluated.

It should be noted that, according to different applications, the marketable aircraft engine 2000 may be divided into a turbojet engine, a turbofan engine, a turboshaft engine, a piston engine, etc., wherein the exhaust temperature and pressure of different types of aircraft engines 2000 are different due to the difference of combustion organization modes, for example, the exhaust temperature of the piston engine is higher than that of the turbofan engine due to the different thermodynamic cycle modes adopted by the piston engine and the turbofan engine, and further, the exhaust temperature of the turbofan engine is lower than that of the turbojet engine due to the dilution of the bypass, and meanwhile, since the turbofan engine mainly tends to premixed lean combustion and the piston engine mainly tends to diffusion combustion at present, the particulate matter number concentration of the turbofan engine and the piston engine has magnitude difference, and different dilution processes and pressure adjustments are required to be performed to enter an instrument for detection, which requires that the dilution ratio of the dilution assembly is adjustable in a wide range.

Therefore, the multistage dilution assembly is arranged in the emission sampling and detecting system 200, and the multistage dilution assembly can be matched to realize that the dilution ratio is adjustable in a wide range, namely exhaust gas with higher particle concentration can be greatly diluted to be suitable for exhaust gas with different particle concentrations, so that the aeroengine emission analysis test platform 1000 based on high altitude simulation can be compatible with aeroengines 2000 of different types.

In summary, the aeroengine emission analysis test platform 1000 based on high altitude simulation of the present application can be used for realizing compatibility and applicability of detection of various aeroengines 2000 such as turbofan engines, turbojet engines, turboshaft engines, piston engines, and the like.

It is emphasized that after the primary dilution, the exhaust gas is diluted to a lower degree, so that the gas emission detection can be performed, the accuracy of the detection result is ensured, and the aeroengine emission analysis test platform 1000 based on high altitude simulation of the application can perform simultaneous detection on multiple emissions in the exhaust gas.

It can be understood that, compared with the prior art, the aero-engine emission analysis test platform 1000 based on high altitude simulation of the present application can perform high altitude evolution simulation, collection and detection on the exhaust gas of different types of aero-engines 2000, and simultaneously can perform simultaneous detection on various emissions in the exhaust gas, thereby ensuring that the information of non-volatile particulate matter and gas emissions can be obtained in the same detection, and realizing multiple functions of one detection platform, which not only effectively improves the efficiency of emission detection and analysis, but also saves the time and cost of detection, and can perform diversified and systematic analysis on the emission of the aero-engines 2000, give comprehensive evaluation, and provide data support for the subsequent formulation of emission reduction measures and combustion regulation strategies of the aero-engines 2000.

In some examples, as shown in fig. 1 and 4, a particle sampler 222 is disposed at an exhaust outlet of the high altitude simulation chamber 180, and the particle sampler 222 is configured to collect the gas after the high altitude evolution simulation, so as to facilitate subsequent off-line analysis of the exhaust, detection of chemical components of the exhaust, and microscopic observation of microscopic properties of the particles.

Optionally, a control valve may be disposed between the particle sampler 222 and the exhaust outlet of the high altitude simulation chamber 180, and the control valve may control the particle sampler 222 to collect and properly store the exhaust at different evolution times, so as to facilitate the subsequent off-line analysis of the exhaust.

Optionally, as shown in conjunction with fig. 1 and 2, the air intake assembly 310 includes an air intake tower 311, the air intake tower 311 being configured to provide intake air towards the ambient compartment 110 and into the aircraft engine 2000.

In some examples, as shown in fig. 2, the air outlet end of the air inlet tower 311 is sequentially communicated with a first filter 312, a dryer 313 and a screw air compressor 314, and the first filter 312 is used for filtering impurities in air to improve the air quality; the dryer 313 is for removing moisture from the gas introduced from the gas inlet tower 311; screw compressor 314 is used to further compress the gas flowing therethrough to ensure the amount of gas that subsequently enters environmental chamber 110 and aircraft engine 2000.

In some specific examples, the dryer 313 may remove 99% of the moisture in the air.

Optionally, as shown in fig. 2, a first air inlet path 315 and a second air inlet path 316 are connected to the downstream of the screw air compressor 314, and both the first air inlet path 315 and the second air inlet path 316 are communicated with the aircraft engine 2000, wherein a condenser 3151 is arranged on the first air inlet path 315, and the condenser 3151 is used for refrigerating the gas in the first air inlet path 315, so that the gas in the first air inlet path 315 is formed into a low-temperature gas; the second air inlet path 316 is provided with a heater 3161, and the heater 3161 is used for heating the gas flowing through the second air inlet path 316, so that the gas in the second air inlet path 316 is formed into high-temperature gas. In this way, when subsequently delivering gas to the aircraft engine 2000, the temperature of the gas delivered to the aircraft engine 2000 can be regulated and controlled by the cooperation of the first gas inlet path 315 and the second gas inlet path 316, so that the temperature of the gas meets the required temperature requirement of the aircraft engine 2000.

In some examples, the warming machine 3161 may be a heating furnace, which heats the gas flowing through the second gas inlet path 316 to adjust the temperature of the gas in the second gas inlet path 316.

In some specific examples, the condenser 3151 is required to meet the condensation requirement of the aircraft engine 2000 on the corresponding flow rate of air under various working conditions at various heights, and the maximum condensation capacity requirement of the condenser is required to enable the minimum gas temperature of the air inlet assembly 310 to be continuously lower than 230K; accordingly, the heater 3161 is required to meet the temperature requirement of the aircraft engine 2000 for the flow rate of air under various working conditions at various heights, and the maximum heating capacity requirement of the heater is required to enable the maximum gas temperature of the air inlet assembly 310 to be continuously not lower than 300K.

It should be noted that, because the temperatures of the gases conveyed by the first air inlet path 315 and the second air inlet path 316 are different, and the temperature of the gas entering the aircraft engine 2000 is adjusted by using the cooperation of the first air inlet path 315 and the second air inlet path 316, the temperature of the gas meets the temperature requirement of the aircraft engine 2000, so that the aircraft engine 2000 can be conveniently simulated at high altitude; meanwhile, the first air inlet path 315 and the second air inlet path 316 are matched and adjusted to improve the temperature adjustment efficiency, so that the detection efficiency of the aero-engine emission analysis test platform 1000 based on high-altitude simulation is improved.

In the downstream process, the gas flows through the screw air compressor 314 and then simultaneously flows through the first gas inlet circuit 315 and the second gas inlet circuit 316, so that the screw air compressor 314 is utilized to compress the gas and increase the amount of the gas entering the first gas inlet circuit 315 and the second gas inlet circuit 316.

Alternatively, as shown in fig. 2, the air outlet ends of the first air inlet path 315 and the second air inlet path 316 are simultaneously communicated with a mixer 317, and the mixer 317 is communicated with the aero-engine 2000, so as to mix the temperatures processed by the first condenser 3151 and the warmer 3161 by using the mixer 317, and transport the mixed air to the aero-engine 2000 through the mixer 317.

Optionally, as shown in fig. 2, a third humidity controller 318 is connected to the mixer 317, and the third humidity controller 318 may generate water vapor when the intake air needs a certain humidity and transmit the water vapor into the mixer 317 to adjust the humidity of the air in the mixer 317, so as to facilitate the simulation of the intake air humidity and meet the high altitude simulation requirement of the aero-engine 2000.

Optionally, as shown in fig. 1, a third air inlet path is further connected to a downstream of the screw air compressor 314, and the third air inlet path is used for directly introducing air compressed by the screw air compressor 314 into the environment cabin 110 and the high altitude simulation cabin 180, so as to enable the air inlet assembly 310 to be used for introducing air into the environment cabin 110 and the high altitude simulation cabin 180, that is, the air inlet assembly 310 of the present application may be respectively used for introducing air into the environment cabin 110, the high altitude simulation cabin 180, and the aircraft engine 2000, so as to facilitate subsequent simulation of the high altitude environment of the aircraft engine 2000 and simulation of high altitude evolution of exhaust, thereby facilitating detection and analysis of exhaust of the aircraft engine 2000.

In some examples, as shown in fig. 1, a flow meter 400 and a temperature and humidity sensor 610 are disposed between the mixer 317 and the high altitude simulation system 100, wherein the flow meter 400 is used for detecting the gas flow to the aircraft engine 2000 for subsequent adjustment of the gas flow; wen Shiya sensor 610 is used to detect the temperature, humidity and pressure of the air entering aero engine 2000, which facilitates subsequent adjustment of the temperature, humidity and pressure of the air, so that the temperature, humidity, pressure and flow rate of the air entering aero engine 2000 meet the required requirements.

Optionally, as shown in fig. 1 and fig. 2, a regulating valve 500 is disposed between the first air inlet path 315, the second air inlet path 316, the mixer 317 and the high altitude simulation system 100, and the regulating valve 500 is used for regulating the flow rate of the air entering the aircraft engine 2000 according to the detection result of the flow meter 400.

As can be seen from the above, the condenser 3151 on the first air inlet path 315 and the heater 3161 on the second air inlet path 316 are used in cooperation to adjust the temperature of the air entering the aircraft engine 2000 according to the temperature and humidity pressure sensor 610; accordingly, the third humidity controller 318 is configured to regulate the humidity of the air entering the aircraft engine 2000 according to the temperature-humidity pressure sensor 610, and the exhaust assembly 320 is configured to regulate the pressure of the air entering the aircraft engine 2000 according to the temperature-humidity pressure sensor 610, so that the temperature, humidity, pressure and flow rate of the air entering the aircraft engine 2000 meet the required requirements.

In some specific examples, when the aircraft engine 2000 is fed with fresh air, the fresh air is divided into a first air inlet path 315, a second air inlet path 316 and a third air inlet path after passing through an air inlet tower 311, a first filter 312, a dryer 313 and a screw air compressor 314 in sequence, wherein the first air inlet path 315 and the second air inlet path 316 are used for adjusting the temperature of the air, and then the air is conveyed into a mixer 317, the mixer 317 is used for conveying the mixed air to the aircraft engine 2000, and at the same time, the third air inlet path is used for introducing the air discharged from the screw air compressor 314 into the environment cabin 110 and the high altitude simulation cabin 180, so as to achieve air inlet towards the aircraft engine 2000, the environment cabin 110 and/or the high altitude simulation cabin 180.

Optionally, as shown in fig. 1 and 4, the exhaust assembly 320 includes a first heat exchanger 321 and a vacuum pump 322, and the vacuum pump 322 is used for extracting the gas in the environmental chamber 110, the high altitude simulation chamber 180, the emission sampling and detecting system 200 and the aircraft engine 2000 to ensure that the gas can flow smoothly, and simultaneously, low pressure simulation of the environmental chamber 110 and the high altitude simulation chamber 180 can be realized.

The first heat exchanger 321 is used for adjusting the temperature of the gas entering the vacuum pump 322, so as to ensure that the temperature of the gas entering the vacuum pump 322 can be within the working temperature range of the vacuum pump 322, thereby protecting the vacuum pump 322 and prolonging the service life of the vacuum pump 322.

In some specific examples, the first heat exchanger 321 is used to ensure that the temperature of the exhaust gas entering the vacuum pump 322 at any flow rate of the aircraft engine 2000 is between 25 ℃ and 60 ℃, so that the temperature of the gas entering the vacuum pump 322 can be within the operating temperature range of the vacuum pump 322.

In some examples, the exhaust assembly 320 may be coupled to the intake assembly 310, and a portion of the gas within the intake assembly 310 may be extracted using the exhaust assembly 320 to achieve a low pressure of the intake air; accordingly, the exhaust assembly 320 may also include a condenser 3151 and a third humidity controller 318 (not shown in this example) to achieve low temperature and low humidity of the exhaust to achieve full environmental simulation of high altitude intake and exhaust.

It should be noted that, all realize sealing connection through setting up connecting tube between each subassembly that this application communicates each other, in order to avoid connecting tube to appear leaking gas the condition, the inside of connecting tube should smooth the processing and the roughness be within 3.2, reduces pressure along the journey loss as far as possible.

In some embodiments of the present invention, as shown in fig. 3, the emission sampling detection system 200 includes a first flow divider 210, the first flow divider 210 including a first inlet end 211, a first outlet end 212, and a second outlet end 213, the first outlet end 212, the second outlet end 213 being in communication with the first inlet end 211, the first inlet end 211 for receiving the exhaust. So that the exhaust gas of the aircraft engine 2000 can smoothly enter the emission sampling and detecting system 200, and the exhaust gas can be conveniently collected and detected by the emission sampling and detecting system 200.

Optionally, as shown in fig. 3, the emission sampling detection system 200 includes a sampling assembly 220 and a first carbon dioxide analyzer 231, the sampling assembly 220 and the first carbon dioxide analyzer 231 are both in communication with the first exhaust end 212, the sampling assembly 220 is used for collecting exhaust gas, and the first carbon dioxide analyzer 231 is used for analyzing exhaust gas. Wherein, through all communicating sampling subassembly 220 and first carbon dioxide analysis appearance 231 with the first exhaust end 212 of first shunt 210, get into partial exhaust in the first shunt 210 like this and can get into sampling subassembly 220 and first carbon dioxide analysis appearance 231 smoothly in, realize utilizing sampling subassembly 220 to gather aeroengine 2000's exhaust and utilize first carbon dioxide analysis appearance 231 to detect aeroengine 2000's exhaust to acquire the carbon dioxide concentration in the aeroengine 2000.

In some specific examples, a small portion (5% to 10% of the total flow) of the exhaust gas in the first flow divider 210 may be divided into the sampling assembly 220 and the first carbon dioxide analyzer 231, and the sampling assembly 220 collects the exhaust gas of the aircraft engine 2000, so as to facilitate subsequent off-line detection of chemical components of the exhaust gas, microscopic observation of particle microscopic characteristics, and the like, and detection of carbon dioxide concentration of the exhaust gas without any dilution by using the first carbon dioxide analyzer 231.

It is worth emphasizing that the sampling assembly 220 of the present application may enable in-situ detection of exhaust.

In some examples, as shown in fig. 3, the sampling assembly 220 includes a two-dimensional chromatography mass spectrometer 221 and a particle sampler 222. The gas component analysis is conveniently carried out on the gas by the two-dimensional chromatographic mass spectrometer subsequently, the molecular structure analysis is carried out on the gas by the Raman spectrometer, the particle hygroscopicity research is carried out on the gas by the moisture absorption series connection differential electric mobility analyzer, the particle oxidation and aging analysis is carried out on the gas by the secondary particle oxidation generation reactor, and the microscopic characterization is carried out on the gas by the scanning electron microscope and the transmission electron microscope.

It should be noted that, since the exhaust temperature of the aircraft engine 2000 may be as high as 300 ℃, in order to avoid the exhaust gas from damaging the sampling assembly 220 and the first carbon dioxide analyzer 231, as shown in fig. 3, a cooler 720 is disposed downstream of the first exhaust end 212, and the cooler 720 is used for cooling the gas entering the sampling assembly 220 and the first carbon dioxide analyzer 231, so as to prolong the service life of the sampling assembly 220 and the first carbon dioxide analyzer 231.

In specific examples, the cooler 720 may cool the gas entering the sampling assembly 220 and the first carbon dioxide analyzer 231 to between 20 ℃ and 40 ℃.

Furthermore, in some examples, after the sampling assembly 220 collects the exhaust gas, the collected sample may need to be properly preserved, such as by being sealed and refrigerated, to avoid changes in the composition and properties of the emissions in the gas, thereby facilitating more careful and comprehensive testing of the exhaust gas at a later time.

Optionally, as shown in FIG. 3, the emission sampling detection system 200 includes a first dilution assembly 241, the first dilution assembly 241 being in communication with the second exhaust end 213, the first dilution assembly 241 being for diluting the exhaust. Here, a part of the exhaust gas in the first splitter 210 flows into the first dilution unit 241, so as to dilute the exhaust gas with the first dilution unit 241, reduce the temperature and pressure of the exhaust gas, and facilitate subsequent detection of the exhaust gas.

Alternatively, as shown in fig. 3, the first dilution unit 241 includes a second filter 243, a second heat exchanger 244, a safety valve 245 and a dilution chamber 246, which are arranged in sequence along the flow direction of the dilution gas, wherein the dilution chamber 246 is communicated with the safety valve 245 and the second exhaust end 213, respectively, so that the external dilution gas and the exhaust gas of the aircraft engine 2000 can enter the dilution chamber 246 to be mixed, so as to achieve the effect of reducing the temperature and pressure of the exhaust gas by using the dilution gas. Wherein, the diluent gas can be selected from nitrogen.

In a specific example, exhaust gas of the aircraft engine 2000 directly enters the dilution chamber 246, and dilution gas sequentially enters the dilution chamber 246 through the second filter 243, the second heat exchanger 244 and the relief valve 245 to be mixed with the exhaust gas, wherein the second filter 243, the second heat exchanger 244 and the relief valve 245 cooperate to ensure that dilution conditions are stable and controllable.

Optionally, the temperature of the dilution gas introduced by the first dilution unit 241 is low, so that the temperature of the exhaust gas is cooled by the dilution gas, so that the temperature of the exhaust gas can be cooled to 20 ℃ to 60 ℃, and the exhaust gas can be detected and analyzed subsequently; at the same time, a large dilution ratio should not be used to ensure the concentration of the gas components in the exhaust.

In some specific examples, the dilution ratio of the first dilution assembly 241 is between 1:8-1: 13, respectively.

Optionally, as shown in fig. 3, the first flow divider 210 further comprises a sixth exhaust end 214, and the sixth exhaust end 214 exhausts a portion of the exhaust gas in the first flow divider 210. That is, the first flow divider 210 not only guides the exhaust gas to the sampling assembly 220, the first carbon dioxide analyzer 231, and the first dilution assembly 241, respectively, but also is adapted to discharge a portion of the exhaust gas, ensuring that the exhaust gas pressure flowing into the first dilution assembly 241 is maintained at about atmospheric pressure.

The exhaust gas in the first flow divider 210 may be partially exhausted into the exhaust assembly 320, or may be directly exhausted into the atmosphere, which is not limited in this application.

In the description of the invention, the features defined as "first", "second", "third", "fourth", "fifth" and "sixth" may explicitly or implicitly include one or more of the features for distinguishing between the described features, whether sequential or not.

In summary, the present application utilizes the first flow divider 210 to reasonably distribute the flow of the exhaust gas to different structural members (the sampling assembly 220, the first carbon dioxide analyzer 231 and the first dilution assembly 241) so that the aero-engine emission analysis test platform 1000 based on high altitude simulation of the present application can collect and detect the exhaust gas.

Optionally, as shown in fig. 3, the emissions sampling detection system 200 includes a cyclone 250 and an analysis assembly 260, the cyclone 250 disposed between the first dilution assembly 241 and the analysis assembly 260 and in communication with the first dilution assembly 241, the analysis assembly 260, respectively. The exhaust gas diluted by the first dilution component 241 can enter the cyclone separator 250, so that the cyclone separator 250 can remove particles larger than 1 micron in the exhaust gas, and the analysis component 260 is prevented from being blocked by the particles in the exhaust gas, namely, the analysis component 260 can effectively detect the exhaust gas.

Optionally, as shown in fig. 3, the analysis component 260 includes a five-component analyzer 261, a fourier infrared analyzer 262, a scanning mobility particle sizer 263, and a black carbon analyzer 264. Wherein the five components include oxygen, carbon dioxide, carbon monoxide, nitrogen oxides and unburned hydrocarbons, so as to realize the detection of oxygen, carbon dioxide, carbon monoxide, nitrogen oxides and unburned hydrocarbons in the exhaust gas by the five-component analyzer 261; the fourier infrared analyzer 262 is mainly used for detecting and analyzing the concentration of some unconventional exhaust gases; the scanning electric mobility particle size spectrometer 263 is used for analyzing the number concentration of particles with different particle sizes; the black carbon analyzer 264 is used for detecting and analyzing black carbon substances in the exhaust gas, so that the analysis component 260 can be used for simultaneously detecting and analyzing various emissions in the exhaust gas.

It should be noted that, after the exhaust gas passes through the first dilution component 241, the exhaust gas is diluted to a low degree, and the detection of the gas emission can be performed, so that the analysis component 260 is disposed downstream of the first dilution component 241 in the present application, so as to detect and analyze multiple gases in the exhaust gas, ensure the accuracy of the detection result, and enable the aero-engine emission analysis test platform 1000 based on high altitude simulation of the present application to simultaneously detect multiple emissions (non-volatile particles, nitrogen oxides, unburned hydrocarbons, etc.) in the exhaust gas.

It should also be noted that the particle scanning electric mobility instrument built-in the scanning electric mobility particle size spectrometer 263 can screen out the particles in a certain particle size range in advance, which greatly reduces the particle number concentration entering the subsequent particle counter of coagulation, so the exhaust entering the scanning electric mobility particle size spectrometer 263 does not need to be diluted greatly, and therefore, the scanning electric mobility particle size spectrometer 263 is directly arranged at the downstream of the first dilution component 241.

Optionally, as shown in FIG. 3, the emission sampling detection system 200 further includes a second dilution assembly 242, the second dilution assembly 242 being located downstream of the first dilution assembly 241, the second dilution assembly 242 being used to dilute the exhaust gas. That is, the exhaust gas is further diluted, so that the aero-engine emission analysis test platform 1000 based on high altitude simulation of the present application can detect exhaust gas with different particle concentrations, that is, the present application can be compatible with aero-engines 2000 of different types.

The structure, dilution process, etc. of the second dilution unit 242 can be referred to the first dilution unit 241, which is not described herein.

In a specific example, as shown in fig. 3, the exhaust gas discharged from the cyclone 250 is divided into two paths, one path enters the analysis component 260, so as to analyze and detect various emissions in the exhaust gas by using the analysis component 260; the other path enters the second dilution assembly 242, so that the diluted exhaust gas is diluted again by the second dilution assembly 242, and the subsequent analysis and detection of the exhaust gas with high particle concentration are facilitated.

It should be noted that, because the temperature of the exhaust gas diluted by the first dilution component 241 is already between 20 ℃ and 60 ℃ and is within the working temperature range of the subsequent nonvolatile particle analyzer 290, the second dilution component 242 can directly introduce normal-temperature dilution gas, but the dilution ratio needs to be relatively large, and the size of the dilution ratio can be appropriately adjusted according to the result of the upstream scanning mobility particle size spectrometer 263, so as to meet the requirement of detecting the exhaust gas of different aero-engines 2000.

In some examples, the dilution ratio of the second dilution assembly 242 may be defined up to 1.

Optionally, as shown in fig. 3, the emission sampling detection system 200 further includes a volatile particle removal device 270, a second flow splitter 280, and a non-volatile particle analyzer 290, which are arranged in series along the exhaust flow direction, wherein the volatile particle removal device 270 is located downstream of the second dilution component 242. Since the volatile particles in the exhaust flowing to the volatile particle remover 270 have been self-condensed or condensed on the surface of the non-volatile particles, the volatile particle remover 270 of the present application can be used to remove the volatile particles in the exhaust before the non-volatile particle detection, thereby ensuring the accuracy of the subsequent non-volatile particle detection.

It should be noted that, the volatile particle removal device 270, the second flow divider 280 and the non-volatile particle analyzer 290, which are arranged in sequence in the exhaust gas flowing direction, are understood that, after the exhaust gas is discharged from the volatile particle removal device 270, the exhaust gas can be smoothly discharged into the second flow divider 280, so that the exhaust gas can be conveniently divided by the second flow divider 280; accordingly, the exhaust gas discharged from the second flow splitter 280 can also smoothly enter the nonvolatile particle analyzer 290, so that the nonvolatile particles in the exhaust gas can be conveniently detected and analyzed by the nonvolatile particle analyzer 290.

Alternatively, as shown in FIG. 3, the second flow divider 280 comprises a second air inlet 281, a third air outlet 282, a fourth air outlet 283, and a fifth air outlet 284, wherein the third air outlet 282, the fourth air outlet 283, and the fifth air outlet 284 are all in communication with the second air inlet 281, and the second air inlet 281 is in communication with the volatile particulate removal device 270. Thus, the exhaust gas treated by the volatile particle remover 270 can smoothly enter the second flow divider 280 through the second air inlet 281, so that the exhaust gas in the second flow divider 280 can be divided and discharged by the third exhaust end 282, the fourth exhaust end 283 and the fifth exhaust end 284.

Alternatively, as shown in FIG. 3, the nonvolatile particle analyzer 290 includes a nonvolatile particle mass analyzer 291 and a nonvolatile particle number analyzer 292, the third exhaust port 282 is connected to the nonvolatile particle mass analyzer 291, the fourth exhaust port 283 is connected to the nonvolatile particle number analyzer 292, and the fifth exhaust port 284 is connected to the suction pump 800. That is, after passing through the volatile particle removal device 270, the exhaust gas is divided into three paths by the second flow divider 280, wherein two paths enter the nonvolatile particle mass analyzer 291 and the nonvolatile particle number analyzer 292, respectively, so as to analyze the mass and the number of the nonvolatile particles by using the nonvolatile particle mass analyzer 291 and the nonvolatile particle number analyzer 292, and the other path is pumped by the suction pump 800, so as to exhaust the redundant exhaust gas in the second flow divider 280 to the atmosphere or the exhaust component 320.

To sum up, the aero-engine emission analysis test platform 1000 based on high altitude simulation can simultaneously detect non-volatile particles and gas components in the aero-engine 2000 exhaust, compared with a test platform which can only detect a certain type of emissions, the aero-engine emission analysis test platform can collect the same exhaust on the same test platform, then simultaneously detect various emissions, and realize multiple functions of one test platform, so that the efficiency of emission analysis is effectively improved, the detection time and cost are saved, meanwhile, the exhaust of the aero-engine 2000 can be analyzed in a diversified and systematic manner, comprehensive evaluation is given, and data support is provided for the follow-up establishment of emission reduction measures and combustion regulation strategies of the aero-engine 2000.

Meanwhile, because a plurality of sampling or detection modules (the sampling component 220, the first carbon dioxide analyzer 231, the analysis component 260, the non-volatile particle analyzer 290 and the like) have uniform gas sources, the emission detection consistency can be ensured, the requirements on the synchronism and the parallelism of emission sampling are met, the analysis and detection precision is ensured, and the whole environment influence of the emission is minimized by better cooperative control of the combustion process.

Optionally, as shown in fig. 3, a second carbon dioxide analyzer 232 is disposed between the fifth exhaust port 284 and the air pump 800. That is, when the air pump 800 pumps the exhaust gas in the second flow divider 280 through the fifth exhaust port 284, a part of the exhaust gas may further enter the second carbon dioxide analyzer 232, and the second carbon dioxide analyzer 232 is configured to detect the concentration of carbon dioxide in the exhaust gas diluted by the second dilution component 242, so as to facilitate the subsequent check of the total dilution ratio by using the ratio of the first carbon dioxide analyzer 231 to the second carbon dioxide analyzer 232.

Optionally, as shown in fig. 3, a suction pump 800 is also disposed between the second carbon dioxide analyzer 232 and the fifth exhaust end 284, and the suction pump 800 is used for sucking a part of the exhaust gas discharged from the fifth exhaust end 284 to introduce the part of the exhaust gas into the second carbon dioxide analyzer 232, so as to facilitate the detection of the carbon dioxide concentration in the exhaust gas by the second carbon dioxide analyzer 232.

It should be noted that, on the premise that the second carbon dioxide analyzer 232 has a normal analysis result, if the ratio between the first carbon dioxide analyzer 231 and the second carbon dioxide analyzer 232 is too large (for example, greater than 10%) from the set total dilution ratio, it is required to carefully confirm whether there is an air leakage or other fault in the pipeline of the emission sampling detection system 200, so as to ensure the detection accuracy of the emission sampling detection system 200.

Optionally, as shown in fig. 3, a plurality of temperature sensors 620, pressure sensors 630 and flow meters 400 are provided in the whole emission sampling and detecting system 200 to ensure that the exhaust gas enters the corresponding sampling or detecting module within the proper temperature and pressure range, so as to avoid the exhaust gas from damaging the corresponding detecting instrument.

Optionally, as shown in fig. 3, a plurality of isolation valves 900 are further disposed in the emission sampling and detecting system 200, and when the temperature, pressure or flow rate of the exhaust gas detected by the temperature sensor 620, the pressure sensor 630 or the flow meter 400 exceeds the tolerance range of the corresponding detecting instrument, the isolation valves 900 are opened to limit the exhaust gas flow to the corresponding sampling or detecting module by using the isolation valves 900, so as to prolong the service life of the corresponding sampling or detecting module.

In some embodiments of the present invention, as shown in fig. 4, the high altitude simulation system 100 includes a first humidity controller 121 and a first refrigerator 131, the first humidity controller 121 and the first refrigerator 131 are communicated with the environmental chamber 110, the first humidity controller 121 is used for adjusting the humidity of the environmental chamber 110, and the first refrigerator 131 is used for adjusting the temperature of the environmental chamber 110. Here, the first humidity controller 121 and the first refrigerator 131 are both communicated with the environmental chamber 110, and at the same time, the humidity of the environmental chamber 110 is adjusted by using the first humidity controller 121 to realize a humidity environment simulating the fuselage; the low-temperature environment of the simulated fuselage is achieved by regulating the temperature of the environmental chamber 110 using the first refrigerator 131; finally, the vacuum pump 322 in the exhaust assembly 320 is used for pumping the gas in the environment chamber 110 to reduce the gas pressure in the environment chamber 110, so as to realize the simulation of the low-pressure environment of the airframe, thereby realizing the formation of low-temperature, low-pressure and low-humidity environmental states in the environment chamber 110, facilitating the accurate simulation of the airframe environment, facilitating the subsequent detection of the exhaust gas of the aircraft engine 2000 in the environment chamber 110, and improving the accuracy of the detection.

In some examples, a first humidity control valve (not shown in the figures) is disposed between the first humidity controller 121 and the environmental chamber 110, and the first humidity controller 121 can generate water vapor when a certain humidity is required in the environmental chamber 110 and adjust the delivery amount of the water vapor toward the inside of the environmental chamber 110 by the first humidity control valve, so as to accurately adjust the humidity in the environmental chamber 110, so that an environment with a certain humidity is formed in the environmental chamber 110.

Optionally, as shown in fig. 1, an exhaust end of the first refrigerator 131 is communicated with the environmental chamber 110, and an intake end of the first refrigerator 131 is communicated with the intake assembly 310, so that the intake assembly 310 can introduce gas into the first refrigerator 131, and after being refrigerated by the first refrigerator 131, the gas with lower temperature is introduced into the environmental chamber 110, so as to realize the low-temperature environment of the simulated fuselage.

Optionally, as shown in fig. 1, the first refrigerator 131 is communicated with the air intake assembly 310 through an air intake pipeline, wherein one end of the air intake pipeline close to the air intake assembly 310 may be connected to the downstream of the screw air compressor 314, so that the compressed air may be introduced into the first refrigerator 131 to increase the air intake amount of the first refrigerator 131.

Here, the downstream is understood to mean that, in the flowing process, the gas firstly flows through the screw air compressor 314, so that the gas is compressed by the screw air compressor 314 and then flows to the air inlet pipeline after being compressed.

Optionally, as shown in fig. 4, a regulating valve 500 is disposed between the environmental chamber 110 and the vacuum pump 322, and the regulating valve 500 is used for balancing the suction state of the vacuum pump 322, so as to maintain the low-pressure environment in the environmental chamber 110.

Optionally, as shown in fig. 4, a temperature and humidity pressure sensor 610 is disposed on the environmental chamber 110, and the temperature and humidity pressure sensor 610 is used for monitoring the temperature, humidity and pressure of the environmental chamber 110, so as to adjust the temperature, humidity and pressure of the environmental chamber 110 according to the monitoring result, so as to simulate the low-temperature, low-humidity and low-pressure environment of the environmental chamber 110.

In a specific example, the compressed air enters the environmental chamber 110 through the first refrigerator 131 after passing through the screw air compressor 314, so that the temperature in the environmental chamber 110 can reach 236.2K to 300K, the humidity in the environmental chamber 110 is adjusted by the first humidity controller 121, the vacuum pump 322, the adjusting valve 500 and the temperature and humidity pressure sensor 610 cooperate to maintain the low pressure in the environmental chamber, the vacuum suction capacity of the vacuum pump 322 should meet the requirement of the environmental chamber 110, so that the low pressure and the low temperature in the environmental chamber 110 should be kept stable, the fluctuation range cannot exceed 5%, and finally the pressure in the environmental chamber 110 is maintained between 0.036MPa and 0.101MPa, which respectively correspond to the sea level and the atmospheric environmental pressure of 8000m altitude, so as to more accurately simulate the high altitude environmental state.

In some examples, as shown in fig. 5, an environmental chamber air inlet pipe 141 and an environmental chamber air outlet pipe 142 are connected to the environmental chamber 110, two ends of the environmental chamber air inlet pipe 141 are respectively communicated with the first refrigerator 131 and the environmental chamber 110, and two ends of the environmental chamber air outlet pipe 142 are respectively communicated with the environmental chamber 110 and the vacuum pump 322. The environment chamber air inlet pipe 141 is used for introducing the air cooled by the first refrigerator 131 into the environment chamber 110, and the environment chamber air outlet pipe 142 is used for exhausting the air in the environment chamber 110, so as to simulate the low temperature and the low pressure of the environment chamber 110.

Alternatively, as shown in fig. 5, high altitude simulation system 100 includes an engine intake duct 151 and an engine exhaust duct 152, where engine intake duct 151 communicates with an intake end of aircraft engine 2000 and engine exhaust duct 152 communicates with an exhaust end of aircraft engine 2000. The external gas is introduced into the aircraft engine 2000, and the gas burned in the aircraft engine 2000 is discharged, that is, the exhaust gas of the aircraft engine 2000 is discharged, so that the subsequent collection, analysis, evolution simulation and the like of the exhaust gas of the aircraft engine 2000 are facilitated.

Optionally, engine intake 151 communicates with mixer 317 of air intake assembly 310 to effect the introduction of the mixed gases into aircraft engine 2000.

Optionally, an engine exhaust duct 152 communicates with the high altitude simulation cabin 180, the emission sampling detection system 200, and the exhaust assembly 320, respectively, to facilitate exhausting the aircraft engine 2000 exhaust into the high altitude simulation cabin 180, the emission sampling detection system 200, and the exhaust assembly 320. The high-altitude simulation cabin 180 is used for performing high-altitude simulation evolution on the exhaust gas of the aircraft engine 2000, the emission sampling and detecting system 200 is used for sampling and detecting the exhaust gas of the aircraft engine 2000, and the exhaust assembly 320 is used for discharging part of the gas of the aircraft engine 2000.

It should be noted that the engine exhaust pipe 152 is independent from the environmental chamber 110, so as to prevent part of the exhaust gas of the aircraft engine 2000 from entering the environmental chamber 110, that is, to prevent the low-temperature, low-pressure, and low-humidity conditions in the environmental chamber 110 from being affected.

Optionally, as shown in fig. 5, an adjusting plate 160 and a dynamometer element 170 are arranged in the environment chamber 110, the adjusting plate 160 is used for adjusting the volume of the environment chamber 110, and the dynamometer element 170, the engine intake pipe 151 and the engine exhaust pipe 152 are detachably connected with the aircraft engine 2000. By means of the arrangement, the capacity of the environment cabin 110 can be adjusted according to the type of the aircraft engine 2000, and the dynamometer element 170, the engine air inlet pipe 151 and the engine air outlet pipe 152 can be replaced according to the type of the aircraft engine 2000, so that the aircraft engine emission analysis test platform 1000 based on high altitude simulation can detect the exhaust of different types of aircraft engines 2000, the application range of the aircraft engine emission analysis test platform 1000 based on high altitude simulation is widened, and the compatibility and the economy of the aircraft engine emission analysis test platform 1000 based on high altitude simulation are remarkably enhanced.

Therefore, it can be understood that, in order to be compatible with different types and powers of aircraft engines 2000, the aeroengine emission analysis test platform 1000 based on high altitude simulation of the present application selects to arrange an adjusting plate 160 capable of adjusting the volume of the environmental chamber 110 in the environmental chamber 110, and arranges the dynamometer element 170, the engine intake pipe 151 and the engine exhaust pipe 152 to be detachably connected with the aircraft engine 2000.

Wherein the exhaust gases may also be directed by the vacuum pump 322 to exit the environmental chamber 110 as quickly as possible, if desired.

That is to say, the aeroengine emission analysis test platform 1000 based on high altitude simulation according to the present application can perform high altitude evolution simulation on the exhaust gas of the aeroengine 2000 and simultaneously detect multiple emissions in the exhaust gas, and can also detect multiple types of aeroengines 2000.

The aero-engine 2000 includes, but is not limited to, a turbofan engine, a turbojet engine, a turboshaft engine, a piston engine, etc., that is, the aero-engine emission analysis test platform 1000 based on high altitude simulation of the present application implements compatibility and applicability of detection on various aero-engines 2000 such as a turbofan engine, a turbojet engine, a turboshaft engine, a piston engine, etc.

Alternatively, as shown in fig. 5, the adjusting plate 160 includes a first adjusting plate 161 and a second adjusting plate 162, and the first adjusting plate 161 and the second adjusting plate 162 are interlaced with each other and movably disposed in the environment chamber 110, so as to adjust the volume of the environment chamber 110 by using the adjusting plate 160.

In a specific example, as shown in fig. 5, when the first modulation plate 161 moves downward and/or the second modulation plate 162 moves rightward, the volume inside the environmental chamber 110 may be made smaller; when the first adjusting plate 161 moves upwards and/or the second adjusting plate 162 moves leftwards, the volume in the environment chamber 110 can be increased, so that the purpose of adjusting the volume of the environment chamber 110 is achieved, and the test platform can be used for detecting the exhaust of different types of aircraft engines 2000 conveniently.

Alternatively, as shown in fig. 5, both ends of the first adjustment plate 161 and both ends of the second adjustment plate 162 are stopped against the environment chamber 110 by the sealing rings 163 to prevent the gas in the environment chamber 110 from flowing out from the ends of the first adjustment plate 161 or the ends of the second adjustment plate 162, thereby ensuring the sealing performance of the environment chamber 110.

Optionally, the dynamometer element 170 includes a dynamometer machine and a thrust test system which are independent of each other, wherein both the dynamometer machine and the thrust test system are detachably connected to the aircraft engine 2000, and the dynamometer machine and the thrust test system respectively correspond to different types of aircraft engines 2000, so that when different types of aircraft engines 2000 are detected, the dynamometer machine or the thrust test system can be selectively set according to the type of the aircraft engine 2000, so as to facilitate detection of exhaust gas of different types of aircraft engines 2000 by using the aerial engine emission analysis test platform 1000 based on high altitude simulation of the present application.

In a specific example, when the aero-engine 2000 to be tested is a piston engine or a turboshaft engine, a dynamometer may be connected to the aero-engine 2000 to measure the engine power of the piston engine or the turboshaft engine using the dynamometer; when the aircraft engine 2000 to be tested is a turbojet engine or a turbofan engine, the thrust test system may be connected to the aircraft engine 2000 to measure the thrust of the turbojet engine or the turbofan engine using the thrust test system.

Optionally, as shown in fig. 5, the engine intake pipe 151 and the engine exhaust pipe 152 are both fixed by a pipe replacement flange 190, and since the engine intake pipe 151 and the engine exhaust pipe 152 are both detachably connected to the aircraft engine 2000, when the aircraft engine 2000 is detected, the engine intake pipe 151 and the engine exhaust pipe 152 with different diameters can be replaced according to the flow requirement of the aircraft engine 2000, so as to detect the exhaust of the aircraft engines 2000 of different types by using the test platform of the present application.

In summary, the present application is able to adjust the diameter of the engine intake duct 151 and the engine exhaust duct 152, the volume of the fuselage environment chamber 110, the type of the dynamometer element 170, and the multistage dilution assembly, so that the test platform of the present application can meet the detection requirements for the exhaust of various aero-engines 2000.

In a specific example, because the turbojet engine, the turbofan engine and the turboshaft engine are all long cylindrical structures, and the body of the piston engine is large and generally in a cubic structure, when exhaust of the aero-engines 2000 of the different types is detected, the volume of the environment cabin 110 can be adjusted through the adjusting plate 160, so that the volume of the environment cabin 110 can adapt to the structure of the aero-engines 2000, meanwhile, the environment cabin 110 is controlled in a certain volume, the simulation requirement of the flow of the engine body can be reduced, and the cost of the test platform is reduced.

It should be noted that, in the piston engine, the turboshaft engine, the turbojet engine and the turbofan engine, the diameters of the engine intake pipe 151 and the engine exhaust pipe 152 required by the piston engine, the turboshaft engine, the turbojet engine and the turbofan engine are all different, specifically: the diameters of the engine inlet pipe 151 and the engine exhaust pipe 152 of the piston engine are the largest, the diameters of the engine inlet pipe 151 and the engine exhaust pipe 152 of the turbofan engine are the smallest, the diameters of the engine inlet pipe 151 and the engine exhaust pipe 152 of the turboshaft engine are larger than the diameters of the engine inlet pipe 151 and the engine exhaust pipe 152 of the turbojet engine, and the diameters of the engine inlet pipe 151 and the engine exhaust pipe 152 of the turbojet engine are larger than the diameters of the engine inlet pipe 151 and the engine exhaust pipe 152 of the turbofan engine.

In summary, the present application proposes to be compatible with the intake air flow rates of different types of aircraft engines 2000 under different powers through the pipe replacement flange 190, and simultaneously, through the two-stage dilution assemblies (the first dilution assembly 241 and the second dilution assembly 242), the accuracy of gas detection and the accuracy of non-volatile particulate matter detection are both ensured.

In a specific example, the air inlet and exhaust flow can be adjusted in a large range by the pipe replacement flange 190, so that the requirements of different types of aero-engines 2000 are met; secondly, through the multi-stage dilution assembly, the exhaust gas with different particle concentrations can be directly and simultaneously adapted to, for example, the combination of two 1.

Therefore, the aero-engine emission analysis test platform 1000 based on high altitude simulation of the present application can perform emission analysis on the exhaust gas of different types of aero-engines 2000 with only simple adjustment, thereby significantly enhancing the compatibility and economy of the aero-engine emission analysis test platform 1000 based on high altitude simulation.

In some embodiments of the present invention, as shown in fig. 4, the high altitude simulation system 100 comprises a second humidity controller 122 and a second refrigerator 132, the second humidity controller 122 and the second refrigerator 132 are communicated with the high altitude simulation chamber 180, the second humidity controller 122 is used for adjusting the humidity of the high altitude simulation chamber 180, and the second refrigerator 132 is used for adjusting the temperature of the high altitude simulation chamber 180. Here, the second humidity controller 122 and the second refrigerator 132 are both communicated with the high altitude simulation chamber 180, and meanwhile, the humidity of the high altitude simulation chamber 180 is adjusted by using the second humidity controller 122 so as to realize the simulation of the high altitude humidity environment; the temperature of the high-altitude simulation chamber 180 is adjusted by using the second refrigerator 132 to simulate the low-temperature environment of high altitude; finally, the vacuum pump 322 in the exhaust assembly 320 is used for pumping the air in the high-altitude simulation cabin 180 so as to reduce the air pressure in the high-altitude simulation cabin 180 and simulate the low-pressure environment of high altitude, thereby realizing the formation of low-temperature, low-pressure and low-humidity environmental states in the high-altitude simulation cabin 180 and facilitating the high-altitude evolution simulation of the exhaust by using the high-altitude simulation cabin 180.

In some examples, a second humidity control valve (not shown) is disposed between the second humidity controller 122 and the high altitude simulation cabin 180, and the second humidity controller 122 may generate water vapor when a certain humidity is required in the high altitude simulation cabin 180 and adjust the amount of the water vapor delivered into the high altitude simulation cabin 180 by the second humidity control valve, so as to accurately adjust the humidity in the high altitude simulation cabin 180, so that an environment with a certain humidity is formed in the high altitude simulation cabin 180.

Optionally, as shown in fig. 1, an exhaust end of the second refrigerator 132 is communicated with the high altitude simulation chamber 180, and an air inlet end of the second refrigerator 132 is communicated with the air inlet assembly 310, so that the air inlet assembly 310 can introduce the gas into the second refrigerator 132, and after being refrigerated by the second refrigerator 132, the gas with lower temperature is introduced into the high altitude simulation chamber 180, so as to simulate a high altitude low temperature environment.

Alternatively, as shown in fig. 1, the second refrigerator 132 is communicated with the air intake assembly 310 through an air intake pipeline, wherein one end of the air intake pipeline close to the air intake assembly 310 may be connected to the downstream of the screw air compressor 314, so that the compressed air may be introduced into the second refrigerator 132 to increase the air intake amount of the second refrigerator 132.

Optionally, as shown in fig. 4, a regulating valve 500 is disposed between the high altitude simulation cabin 180 and the vacuum pump 322, and the regulating valve 500 is used for balancing the suction state of the vacuum pump 322 so as to maintain the low pressure environment in the high altitude simulation cabin 180.

Optionally, as shown in fig. 4, a temperature and humidity pressure sensor 610 is disposed on the high altitude simulation cabin 180, and the temperature and humidity pressure sensor 610 is used for monitoring the temperature, humidity and pressure of the high altitude simulation cabin 180, so as to adjust the temperature, humidity and pressure of the high altitude simulation cabin 180 according to the monitoring result, so as to simulate the low temperature, low humidity and low pressure environment of the high altitude simulation cabin 180.

It should be noted that the high-altitude simulation cabin 180 should be in a closed state when simulating particle evolution, and meanwhile, in order to ensure a low-temperature state in the high-altitude simulation cabin 180, a refrigerating device and a heat insulation protective layer may be disposed on an inner wall surface of the high-altitude simulation cabin 180, so as to reduce heat transfer between the surrounding environment and the high-altitude simulation cabin 180 and maintain the high-altitude simulation cabin 180 in a low-temperature and low-pressure target state.

In some examples, after the exhaust gas evolves and simulates in the high altitude simulation chamber 180 for a period of time, the adjusting valve 500 between the high altitude simulation chamber 180 and the vacuum pump 322 may be opened, and the vacuum pump 322 may be used to extract part of the exhaust gas in the high altitude simulation chamber 180, so as to facilitate collecting the exhaust gas after the high altitude evolution simulation, and further facilitate using the second refrigerator 132 to extract the low temperature gas to maintain the low temperature state in the high altitude simulation chamber 180.

In summary, the aeroengine emission analysis test platform 1000 based on high altitude simulation can simulate the evolution process of the emissions in the exhaust of the aeroengine 2000 in the high altitude low temperature low pressure environment based on a high altitude air intake and exhaust whole environment simulation system, and can deepen the understanding of the emissions in the high altitude oxidation and aging process by performing micro characterization on the emissions evolved in different environments, in addition, the high altitude simulation cabin 180 can also develop the research on the heterogeneous icing process of the non-volatile particles in the high altitude environment, and the research result can be used in the particle cloud forming module in the climate mode for evaluating the influence of the aviation non-volatile particles on the environment and the climate, so as to fill the blank in the field at present.

Therefore, the aeroengine emission analysis test platform 1000 based on high altitude simulation of this application is at the concrete implementation in-process, in order to test the aeroengine 2000 of different grade type, can change the engine intake pipe 151 and the engine exhaust pipe 152 of adaptation according to the required flow of aeroengine 2000, and this application introduces multistage dilution subassembly, guarantee to discharge the higher aeroengine 2000 of concentration also can detect, and guaranteed the accuracy of non-volatile particulate matter test, still come the check dilution ratio through two carbon dioxide analyzers (first carbon dioxide analyzer 231 and second carbon dioxide analyzer 232) around the while, with the precision of guaranteeing the detection.

In addition, for the gas test, this application sets up analysis subassembly 260 behind first dilution subassembly 241 rationally, guarantee that gas concentration is in analysis subassembly 260's test range, in order to realize detecting the gas in the exhaust, and guarantee the accuracy of detection, simultaneously, to the emission of off-line observation, this application sets up sampling subassembly 220, and set up sampling subassembly 220 the upper reaches of first dilution subassembly 241, in order to guarantee the normal position nature of exhaust, thereby make aeroengine emission analysis test platform 1000 based on high altitude simulation of this application, can carry out high altitude evolution simulation, collection and detection to aeroengine 2000's of different grade type exhaust, still can detect simultaneously to the multiple emission in the exhaust simultaneously, guaranteed can obtain the information of non-volatile particulate matter and gaseous emission in the same time detection.

The control method of the aerial engine emission analysis test platform 1000 based on high altitude simulation according to the embodiment of the invention is described below with reference to the attached drawings.

As shown in fig. 6, a control method of an aeroengine emission analysis test platform 1000 based on high altitude simulation according to an embodiment of the present invention includes the following steps:

s1, the aircraft engine 2000 is arranged in the environment cabin 110.

S2, starting the aero-engine 2000 under the ground air intake condition, judging whether the condition of the aero-engine 2000 is normal or not, and if so, executing the next step; and if not, carrying out fault removal.

And S3, starting the high altitude simulation system 100, the emission sampling detection system 200 and the air intake and exhaust system 300, detecting the exhaust of the aircraft engine 2000 and simulating the evolution process of the exhaust.

According to the method, after the aero-engine 2000 is started and the condition of the aero-engine 2000 is judged to be normal, the control method of the aero-engine emission analysis test platform 1000 based on high altitude simulation according to the embodiment of the invention is used for collecting and detecting the exhaust gas of the aero-engine 2000 and performing high altitude evolution simulation on the exhaust gas by starting the high altitude simulation system 100, the emission sampling detection system 200 and the air intake and exhaust system 300, so that data support is provided for the subsequent organization and control of combustion flow of the aero-engine 2000, and meanwhile, the influence of application of aviation sustainable fuel oil, zero carbon fuel oil and the like on the aviation emission can be evaluated.

Optionally, when the aircraft engine 2000 is started under the ground air intake condition and whether the condition of the aircraft engine 2000 is normal is determined, specifically after the aircraft engine 2000 operates to the rotation speed and the load condition to be measured, various performance indexes and parameters of the aircraft engine 2000 in the ground state, including power (thrust), fuel consumption rate, coolant temperature, lubricant pressure and temperature, exhaust temperature, and the like, are observed, so as to ensure that the condition of the aircraft engine 2000 is normal.

Alternatively, when it is determined that the condition of the aircraft engine 2000 is abnormal and the malfunction is eliminated, the aircraft engine 2000 may be started again under the ground air intake condition, and it may be determined whether the condition of the aircraft engine 2000 is normal until detection of the exhaust gas of the aircraft engine 2000 may be achieved.

It should be noted that the high altitude simulation system 100, the emission sampling detection system 200, and the air intake and exhaust system 300 are mainly started to ensure that the environmental chamber 110 can simulate the high altitude fuselage environment, so that the exhaust gas of the aircraft engine 2000 smoothly enters the high altitude simulation chamber 180 for high altitude evolution simulation, and enters the emission sampling detection system 200 for detecting the non-volatile particulate matters and the gas emissions in the exhaust gas.

In a specific example, when the aero-engine 2000 exhaust gas is detected and analyzed by using the aero-engine emission analysis test platform 1000 based on high altitude simulation, when the aero-engine 2000 is disposed in the environmental chamber 110, the sensors are first connected to subsequently detect various performances of the aero-engine 2000, then the dynamometer 170, the engine intake pipe 151, and the engine exhaust pipe 152 are connected according to the type of the aero-engine 2000, and finally the volume of the environmental chamber 110 is adjusted, and it is checked that the engine intake pipe 151 and the engine exhaust pipe 152 are connected completely, and the dynamometer 170 is in a functional state.

The sensors include, but are not limited to, a carbon dioxide sensor, a coolant temperature sensor, etc., wherein the carbon dioxide sensor is mounted on the engine exhaust pipe 152 for detecting the content of carbon dioxide in the exhaust gas; a coolant temperature sensor is mounted on the water jacket of the cylinder head of the aircraft engine 2000 for detecting the temperature of the engine coolant.

After the inspection is completed, the aero-engine 2000 is started under the ground air intake condition, after the aero-engine 2000 operates to the load condition to be tested, various performance indexes and parameters of the aero-engine 2000 in the ground state are observed, the condition of the aero-engine 2000 is ensured to be normal, and the emission sampling detection system 200 and the air intake assembly 310 are started successively.

The simulation height of the aircraft engine 2000 is determined, the setting is adjusted so that the air inlet state of the aircraft engine 2000 and the state of the environmental chamber 110 are both the test set working conditions, the aircraft engine 2000 is kept to stably work in a certain working state, and whether the state of the high altitude simulation chamber 180 and the state of the emission sampling detection system 200 are both in a normal working state or not is determined.

After the environmental parameters and the operation condition of the aero-engine 2000 at the target height are stable, the exhaust assembly 320 is started, at this time, the exhaust of the aero-engine 2000 is divided into three paths, the first path enters the high-altitude simulation cabin 180 to perform high-altitude evolution simulation on the exhaust, the second path enters the emission sampling detection system 200 through the sampling rake to facilitate subsequent detection of the emissions in the exhaust, and the third path is discharged through the exhaust assembly 320.

When the exhaust flow entering the high-altitude simulation cabin 180 occupies 10-20% of the volume of the high-altitude simulation cabin 180, the adjusting valves 500 on the upstream and downstream of the high-altitude simulation cabin 180 are closed, and a high-altitude evolution test of particles is carried out.

It should be noted that, in the beginning, the isolation valve 900 of the emission sampling detection system 200 should be closed, and the isolation valve 900 may be opened after the exhaust temperature of the temperature sensor 620 is appropriate.

Meanwhile, data are recorded when the exhaust gas is subjected to online detection and analysis, and the exhaust gas is reasonably stored after being collected, so that preparation is made for offline analysis.

After the detection is finished, whether the required load state of the aero-engine 2000 is finished or not is judged, when the required load state of the aero-engine 2000 is not finished, the aero-engine 2000 is adjusted to be switched among low load, medium load, high load, medium load and low load, the high altitude evolution simulation of the exhaust gas is carried out by using the high altitude simulation cabin 180 under each load state, the emission in the exhaust gas is detected by using the emission sampling detection system 200, the online analysis result of the emission under different load states is obtained, and therefore the emission collection and analysis of all targets of the aero-engine 2000 under all load states are finished.

It should be noted that, when the aircraft engine 2000 is switched between different load states, a time interval should be long enough for each load state to be switched, so as to ensure that the aircraft engine 2000 is in a stable state.

Finally, after the detection is finished, the emission sampling detection system 200, the high altitude simulation system 100 and the air intake and exhaust system 300 are closed in sequence, and the aircraft engine 2000 is stopped, so that the detection is finished.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in a specific case to those of ordinary skill in the art.

The two-stage dilution assembly (first dilution assembly 241 and second dilution assembly 242) is shown in fig. 3 for illustrative purposes, but it will be apparent to one of ordinary skill after reading the above technical solutions that the solution can be applied to the technical solutions of three-stage, four-stage or more dilution assemblies, and this also falls within the protection scope of the present invention.

It should be noted that when a tertiary dilution module is included, a tertiary dilution module is disposed downstream of secondary dilution module 242 and between secondary dilution module 242 and volatile particle removal apparatus 270, and so on, and when a quaternary dilution module is included, a quaternary dilution module is disposed downstream of tertiary dilution module and between tertiary dilution module and volatile particle removal apparatus 270.

It should also be noted that only one volatile particle removal device 270 is required in the emission sampling detection system 200 of the present application, and the volatile particle removal device 270 is disposed upstream of the non-volatile particle analyzer 290.

Other configurations of the aero-engine emission analysis test platform 1000 and control method based on high altitude simulation according to the embodiment of the present invention, such as the structure and sampling principle of the sampling assembly 220, the analysis principles of the first carbon dioxide analyzer 231, the second carbon dioxide analyzer 232, the analysis assembly 260, and the nonvolatile particle analyzer 290, and the structure and separation principle of the cyclone separator 250, are known to those skilled in the art, and will not be described in detail herein.

In the description herein, references to the description of the terms "embodiment," "example," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. An aeroengine emission analysis test platform based on high altitude simulation, its characterized in that includes:

the high-altitude simulation system comprises an environment cabin and a high-altitude simulation cabin, wherein an aircraft engine to be detected is arranged in the environment cabin, and the high-altitude simulation cabin is communicated with the aircraft engine and used for receiving exhaust of the aircraft engine;

the system comprises an emission sampling detection system, a data processing system and a data processing system, wherein the emission sampling detection system is communicated with the aircraft engine and is used for receiving exhaust of the aircraft engine, and collecting and detecting the exhaust;

an air intake and exhaust system including an air intake assembly coupled to the environmental chamber and the aircraft engine to intake air toward the environmental chamber and the aircraft engine, and an air exhaust assembly coupled to the high altitude simulation system, the emission sampling and detection system, and the aircraft engine to extract air from the environmental chamber, the high altitude simulation chamber, the emission sampling and detection system, and the aircraft engine;

wherein, the emission sampling detection system is provided with a multi-stage dilution assembly.

2. The aerial simulation-based aircraft engine emission analysis test platform of claim 1, wherein the emission sampling detection system comprises:

the first flow divider comprises a first air inlet end, a first exhaust end and a second exhaust end, wherein the first exhaust end and the second exhaust end are communicated with the first air inlet end, and the first air inlet end is used for receiving the exhaust gas;

the sampling assembly and the first carbon dioxide analyzer are both communicated with the first exhaust end, the sampling assembly is used for collecting the exhaust gas, and the first carbon dioxide analyzer is used for analyzing the exhaust gas;

a first dilution assembly in communication with the second exhaust end for diluting the exhaust gas;

the cyclone separator is arranged between the first dilution assembly and the analysis assembly and is respectively communicated with the first dilution assembly and the analysis assembly;

wherein, the analysis subassembly includes five component analysis appearance, fourier infrared analysis appearance, scanning mobility particulate matter particle size spectrometer and black carbon analysis appearance.

3. The aerial engine emission analysis testing platform based on high altitude simulation of claim 2, wherein the emission sampling detection system further comprises:

a second dilution assembly downstream of the first dilution assembly for diluting the exhaust gas.

4. The aerial engine emission analysis test platform based on high altitude simulation of claim 3, wherein the emission sampling detection system further comprises a volatile particle removal instrument, a second flow divider and a non-volatile particle analyzer, which are sequentially arranged along the exhaust gas flow direction, and the non-volatile particle analyzer comprises a non-volatile particle mass analyzer and a non-volatile particle number analyzer;

the volatile particle removal instrument is located at the downstream of the second dilution component, the second flow divider comprises a second air inlet end, a third air outlet end, a fourth air outlet end and a fifth air outlet end, the third air outlet end, the fourth air outlet end and the fifth air outlet end are communicated with the second air inlet end, the second air inlet end is communicated with the volatile particle removal instrument, the third air outlet end is communicated with the non-volatile particle mass analyzer, the fourth air outlet end is communicated with the non-volatile particle number analyzer, and the fifth air outlet end is connected with the air suction pump.

5. The aerial engine emission analysis test platform based on high altitude simulation of claim 4, wherein a second carbon dioxide analyzer is arranged between the fifth exhaust end and the air suction pump.

6. The aerial engine emissions analysis testing platform based on high altitude simulation of claim 2, wherein the sampling assembly comprises a two-dimensional chromatography mass spectrometry sampler and a particle sampler.

7. The high altitude simulation-based aircraft engine emission analysis test platform according to any one of claims 1 to 6, wherein the high altitude simulation system comprises a first humidity controller and a first refrigerator, the first humidity controller and the first refrigerator are communicated with the environmental chamber, the first humidity controller is used for regulating the humidity of the environmental chamber, and the first refrigerator is used for regulating the temperature of the environmental chamber.

8. The aerial engine emission analysis test platform based on high altitude simulation of claim 7, wherein the aerial simulation system comprises an engine air inlet pipe and an engine exhaust pipe, the engine air inlet pipe is communicated with an air inlet end of the aerial engine, and the engine exhaust pipe is communicated with an exhaust end of the aerial engine;

the environment cabin is internally provided with an adjusting plate and a dynamometer element, the adjusting plate is used for adjusting the volume of the environment cabin, and the dynamometer element is connected with the engine intake pipe and the engine exhaust pipe in a detachable mode.

9. The aerial engine emission analysis test platform based on high altitude simulation as claimed in any one of claims 1 to 6, wherein the high altitude simulation system comprises a second humidity controller and a second refrigerator, the second humidity controller and the second refrigerator are communicated with the high altitude simulation cabin, the second humidity controller is used for adjusting the humidity of the high altitude simulation cabin, and the second refrigerator is used for adjusting the temperature of the high altitude simulation cabin.

10. A control method for an aerial engine emission analysis test platform based on high altitude simulation according to any one of claims 1 to 9, comprising the steps of:

locating the aero-engine in the environmental chamber;

starting the aero-engine under the ground air intake condition, judging whether the condition of the aero-engine is normal or not, and executing the next step if the condition of the aero-engine is normal; if not, fault removal is carried out;

starting the high altitude simulation system, the emission sampling detection system and the air intake and exhaust system, detecting the exhaust of the aircraft engine and simulating the evolution process of the exhaust.