CN214793798U - Continuous variable incoming flow direct connection test system for scramjet and RBCC engine - Google Patents
Continuous variable incoming flow direct connection test system for scramjet and RBCC engine Download PDFInfo
- Publication number
- CN214793798U CN214793798U CN202121336858.7U CN202121336858U CN214793798U CN 214793798 U CN214793798 U CN 214793798U CN 202121336858 U CN202121336858 U CN 202121336858U CN 214793798 U CN214793798 U CN 214793798U
- Authority
- CN
- China
- Prior art keywords
- adjustable
- spray pipe
- oxidant
- engine
- scramjet
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Abstract
The utility model provides a scramjet and RBCC engine continuous variable incoming flow direct connection test system, which is suitable for multi-operating point continuous variable incoming flow direct connection test of scramjet and RBCC combined engine, and comprises a power device, an igniter, a heater, an equipment spray pipe and a back pressure simulation device; the heater is connected with a fuel supply adjustable device and an oxidant supply adjustable device; the equipment spray pipe is a throat adjustable spray pipe, a channel inlet of the equipment spray pipe is communicated with the heater, a channel outlet of the equipment spray pipe is used for being connected with an engine to be tested, a driving device is connected to the throat adjustable spray pipe and used for driving the throat adjustable spray pipe to change the size of a throat channel so as to continuously change the air flow at the communication position of the spray pipe and the heater. The utility model provides a test system has realized continuous variable mach number, total temperature, flow test, has improved test efficiency, and can simulate real flight condition, can carry out comprehensive verification to engine operating condition and performance under real flight condition.
Description
Technical Field
The utility model belongs to the technical field of the engine test, more specifically say, relate to a surpass fire and RBCC engine continuous change incoming flow directly links test system, be applicable to and surpass fire ramjet and RBCC combination engine and carry out the continuous change incoming flow of multiplex condition point and directly link the experiment.
Background
The scramjet engine is a brief name of a supersonic combustion ramjet engine, and obtains oxygen from the atmosphere in the working process, so that the weight of the aircraft is saved; the RBCC engine is a rocket-ramjet combined cycle engine. Both the two engines are power devices of the hypersonic aerocraft in the near space, and relevant research works are carried out in China and all countries around the world.
Direct connection test research is an important research means for developing research on scramjet engines and RBCC engines, and can simulate the working characteristics of the engines in a high-altitude flight state more truly, so that a better engine scheme and performance thereof are obtained in a ground state.
The scramjet engine and the RBCC engine work continuously at high altitude, the working conditions are very many, all flight working conditions cannot be simulated during ground test, and direct connection test research is generally carried out by selecting a plurality of typical working conditions. The most important simulation flow parameters in the direct connection test are the total incoming flow temperature and the Mach number of the isolation section, and the traditional direct connection test verification principle generally simulates different total incoming flow temperatures and Mach numbers of the isolation section through different heaters and different equipment spray pipes, namely, the test verification can be only carried out on a single operating point.
The conventional approach brings many problems: on the one hand, the tests under different working conditions are carried out at every turn, the heater and the equipment spray pipe are required to be repeatedly disassembled and installed, so that the test efficiency is low due to the fact that the heater and the equipment spray pipe are suitable for different test working conditions, the test result repeatability is poor due to the difference of mounting positions, angles, moments, mounting personnel and the like at every turn, or repeated debugging work is required to be additionally added, so that the optimal state is recovered, and the work is very complicated. On the other hand, each test is a single working condition point test, only the working states of a few flight working condition points can be obtained, the working state of the engine under the continuous flying variable Mach number in the air cannot be simulated, difficulty is brought to the scheme determination of the engine, and uncertain factors and potential safety hazards are introduced to problems possibly existing in the real continuous flying of the engine.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a surpass and RBCC engine becomes incoming flow directly to link test system in succession is applicable to and carries out the multiplex condition point and become the incoming flow directly to surpass and link the experiment to surpass stamping engine and RBCC combination engine to solve current test system and only can carry out the problem that the single operating mode point is experimental to be verified.
In order to achieve the above object, the utility model adopts the following technical scheme: the continuous variable incoming flow direct connection test system of the scramjet and RBCC engine is suitable for performing a multi-working-point continuous variable incoming flow direct connection test on the scramjet and the RBCC combined engine, and comprises a power device, an igniter, a heater, an equipment spray pipe and a back pressure simulation device which are sequentially connected in series, wherein the engine to be tested is connected between the equipment spray pipe and the back pressure simulation device, and the heater is connected with a fuel supply adjustable device, an oxidant supply adjustable device and a first coolant supply control device; the equipment spray pipe is a throat channel adjustable spray pipe, the throat channel adjustable spray pipe is connected with a second coolant supply control device, a channel inlet of the throat channel adjustable spray pipe is communicated with the heater, a channel outlet of the throat channel adjustable spray pipe is used for being connected with the engine to be tested, the throat channel adjustable spray pipe is connected with a driving device, and the driving device is used for driving the throat channel adjustable spray pipe to change the size of a throat channel; wherein the adjustable fuel supply device, the adjustable oxidant supply device, the first coolant supply control device, the second coolant supply control device and the driving device are controlled by a controller. Based on the design, continuous adjustment of Mach number, flow and total temperature in the engine test is realized.
Furthermore, the adjustable nozzle of the throat passage comprises an upper plate, a lower plate and two side plates, the two side plates are fixedly connected with the heater at opposite positions, the upper plate and the lower plate are oppositely arranged and movably clamped between the two side plates to jointly form the adjustable rectangular nozzle of the throat passage, and the driving device is connected with the upper plate and/or the lower plate to drive the upper plate and/or the lower plate to relatively move so as to change the size of the throat passage. Based on the design, the driving device is controlled by the controller, and the driving device drives the upper plate and/or the lower plate to relatively move so as to change the size of the throat channel, so that the continuous regulation and control of Mach number are realized; the safety and the convenience of the operation are improved.
Further, the driving device comprises an upper driving device and a lower driving device, the upper driving device is connected with the upper plate, the lower driving device is connected with the lower plate, and the upper driving device and the lower driving device are both controlled by the controller. Based on the design, the upper plate and/or the lower plate are regulated and controlled, the operation is simple, and the realization is easy.
Furthermore, the position of the upper plate close to the channel outlet is rotationally connected with the two side plates through an upper rotating shaft, and the upper driving device is connected to the position of the upper plate close to the channel inlet; the lower plate is connected with the two side plates through a lower rotating shaft in a rotating mode, and the position, close to the channel outlet, of the lower plate, and the lower driving device is connected to the position, close to the channel inlet, of the lower plate. The rotating shaft is designed, so that the upper plate and/or the lower plate can realize the adjustment of the throat channel adjustable nozzle in a rotating mode.
Furthermore, the upper driving device comprises an upper actuating mechanism connected with the upper plate and an upper driving mechanism used for driving the upper actuating mechanism to move; the lower driving device comprises a lower actuating mechanism connected with the lower plate and a lower driving mechanism used for driving the lower actuating mechanism to move. The upper and lower driving mechanisms and the upper and lower actuating mechanisms are arranged for the upper and lower plates to apply acting force respectively, so that more refined control can be realized, and the up-down movement of the upper and lower plates is more coherent so as to realize accurate adjustment of the throat channel adjustable nozzle.
Furthermore, the upper plate and the lower plate are clamped between the two side plates through clamping components, each clamping component comprises four clamping pieces, the four clamping pieces correspond to the four corners of the corresponding side plate one by one, and each clamping piece clamps the two corresponding corners of the corresponding side plate. Based on the design, the stability of the structure of the equipment spray pipe is ensured under the condition that the upper plate and the lower plate are adjustable.
Furthermore, sealing strips are arranged at the connecting positions of the upper plate and the lower plate and the two side plates for sealing connection, so that high-temperature gas is prevented from leaking.
Further, the heater comprises a head part, a body part, a blending rectification section and a transition section which are sequentially connected, the head part is connected with the igniter, and the transition section is communicated with the equipment spray pipe; the adjustable oxidant supply device comprises a first adjustable oxidant supply device and a second adjustable oxidant supply device, the first adjustable oxidant supply device is communicated with the head, and the second adjustable oxidant supply device is communicated with the blending rectification section; the adjustable fuel supply device is communicated with the head.
Further, the fuel supply adjustable device comprises a fuel control valve and a fuel regulator connected with the fuel control valve; the first oxidant supply adjustable device comprises a first oxidant control valve and a first oxidant regulator connected with the first oxidant control valve; the second adjustable oxidant supply includes a second oxidant control valve and a second oxidant regulator coupled to the second oxidant control valve.
Further, the first coolant supply control means includes a plurality of coolant control valves communicating with the head portion, the body portion, the blend rectification section, and the transition section of the heater, respectively; the second coolant supply control device is a single coolant control valve. And each part of the heater is efficiently cooled, so that the structural reliability of long-time operation is improved.
The utility model provides a test system's beneficial effect lies in: compared with the prior art, the utility model has the advantages that the equipment spray pipe is arranged as the throat channel adjustable spray pipe, and the throat channel adjustable spray pipe is driven by the driving device to change the size of the throat channel, so that the throat area of the equipment spray pipe is continuously adjusted, and the Mach number of the outlet of the equipment spray pipe is continuously adjusted in the test process; the fuel supply adjustable device, the oxidant supply adjustable device and the coolant supply control device are further arranged to realize continuous adjustment of the flow rates of the fuel and the oxidant of the heater; furthermore, the mixing ratio can be adjusted by continuously adjusting the flow, so that the total combustion temperature can be continuously adjusted. The specific effects based on the above design are as follows: on the one hand, the test of different flight operating modes is carried out, need not to dismantle heater, equipment spray tube repeatedly again, the installation has adapted to various experimental operating modes, has promoted test efficiency. In addition, the defects that the repeatability of a test result is poor due to the difference of the installation position, the angle, the moment and even the difference of installation personnel at each time, or repeated debugging work needs to be additionally added, and the work is very complicated to restore to the optimal state are overcome. On the other hand, the defects that a single working condition point test causes that only the working state of a few flight working condition points can be obtained, the working state of the engine in continuous flying and continuous changing flow in the air cannot be simulated, difficulty is brought to the scheme determination of the engine, uncertain factors and potential safety hazards are introduced to problems possibly existing in the real continuous flying of the engine and the like are avoided.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the embodiments or the prior art descriptions will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without inventive labor.
Fig. 1 is a schematic structural diagram of a direct-connection test system for continuously variable incoming flow of a scramjet and RBCC engine according to an embodiment of the present invention, and a part of the structure is not shown;
fig. 2 is a schematic structural diagram of a first equipment nozzle provided by an embodiment of the present invention, and a part of the structure is not shown;
fig. 3 is a schematic structural diagram ii of an apparatus nozzle provided in an embodiment of the present invention, and a partial structure is not shown;
FIG. 4 is a schematic view, partly in section, of the apparatus nozzle according to FIG. 3, partly without illustration.
Wherein, in the drawings, the reference numerals are mainly as follows:
1. a fuel; 10. a fuel supply adjustable device; 101. a fuel control valve; 102. a fuel regulator;
2. a backpressure simulator;
3a, a first oxidant; 31. a first oxidant supply adjustable device; 311. a first oxidant control valve; 312. A first oxidant regulator;
3b, a second oxidizing agent; 32. a second oxidant supply adjustable device; 321. a second oxidant control valve; 322. A second oxidant regulator;
4. a power device; 5. an igniter;
6. a heater; 61. a head portion; 62. a body part; 63. a blending rectification section; 64. a transition section;
7. an equipment nozzle; 71. an upper plate; 72. a lower plate; 73. a left side plate; 74. a right side plate; 75. an upper rotating shaft; 76. a lower rotating shaft;
8. a drive device; 81. an upper drive device; 811. an upper actuating mechanism; 812. an upper drive mechanism; 82. a lower drive device; 821. a lower actuating mechanism; 822. a lower drive mechanism;
9. a controller;
11. a clamping assembly; 111. a clamping member; 112. a sealing strip;
13a, a first coolant; 13b, a second coolant; 13c, a third coolant; 13d, a fourth coolant; 13e, a fifth coolant; 131a, a first coolant control valve; 131b, a second coolant control valve; 131c a third coolant control valve; 131d, a fourth coolant control valve; 131e, a fifth coolant control valve.
Detailed Description
In order to make the technical problem, technical solution and advantageous effects to be solved by the present invention more clearly understood, the following description is given in conjunction with the accompanying drawings and embodiments to illustrate the present invention in further detail. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. Referring to fig. 1, a system for testing direct connection of continuously variable incoming flow of a scramjet and RBCC engine according to an embodiment of the present invention will be described. The continuous variable incoming flow direct connection test system of the scramjet and RBCC engine is used for simulating the real flight state of the engine and is suitable for carrying out multi-working-point continuous variable incoming flow direct connection tests on the scramjet and RBCC combined engine. The direct connection test system for the continuously variable incoming flow of the scramjet and RBCC engine comprises a back pressure simulation device 2, a power device 4, an igniter 5, a heater 6 and an equipment spray pipe 7 which are sequentially connected in series, wherein the engine to be tested is connected between the equipment spray pipe 7 and the back pressure simulation device 2, the heater 6 is connected with a fuel supply adjustable device 10, an oxidant supply adjustable device and a first coolant supply control device, and a throat channel adjustable spray pipe is connected with a second coolant supply control device; the equipment spray pipe 7 is a throat channel adjustable spray pipe, a channel inlet of the throat channel adjustable spray pipe is communicated with the heater 6, a channel outlet of the throat channel adjustable spray pipe is used for being connected with an engine to be tested, the throat channel adjustable spray pipe is connected with a driving device 8, and the driving device 8 is used for driving the throat channel adjustable spray pipe to change the size of a throat channel; wherein, the coolant supply control device 13 comprises a first coolant supply control device of the respective heater 6, a second coolant supply control device of the communication equipment nozzle 7, and the fuel supply adjustable device 10, the oxidant supply adjustable device, the first coolant supply control device, the second coolant supply control device and the driving device 8 are controlled by a controller 9.
Specifically, referring to fig. 1, the adjustable throat passage nozzle includes an upper plate 71, a lower plate 72, and a left plate 73 and a right plate 74, the left plate 73 and the right plate 74 are fixedly connected to the heater 6 at opposite positions, the upper plate 71 and the lower plate 72 are oppositely disposed and movably clamped between the left plate 73 and the right plate 74 to form the adjustable throat passage rectangular nozzle together, and the driving device 8 is connected to the upper plate 71 and/or the lower plate 72 to drive the upper plate 71 and/or the lower plate 72 to relatively move to change the size of the throat passage.
Referring to fig. 1, according to a further technical solution, the driving device 8 includes an upper driving device 81 and a lower driving device 82, the upper driving device 81 is connected to the upper plate 71, the lower driving device 82 is connected to the lower plate 72, and both the upper driving device 81 and the lower driving device 82 are controlled by the controller 9. Based on the design, the upper plate 71 and/or the lower plate 72 are/is regulated, so that the operation is simple and the realization is easy.
Preferably, referring to fig. 1, in the present embodiment, the position of the upper plate 71 near the channel outlet is rotatably connected to the left side plate 73 and the right side plate 74 through an upper rotating shaft 75, and the upper driving device 81 is connected to the position of the upper plate 71 near the channel inlet; the lower plate 72 is rotatably connected to the left and right side plates 73 and 74 via a lower shaft 76 at a position near the entrance of the passage, and a lower driving unit 82 is connected to the lower plate 72 at a position near the entrance of the passage. The pivot is designed such that the upper plate 71 and/or the lower plate 72 are rotationally adjustable to provide adjustment of the throat adjustable nozzle.
Referring to fig. 2 to fig. 3, in a further technical solution, the upper driving device 81 includes an upper actuating mechanism 811 connected to the upper plate 71 and an upper driving mechanism 812 for driving the upper actuating mechanism 811 to move; the lower driving device 82 includes a lower actuating mechanism 821 connected to the lower plate 72 and a lower driving mechanism 822 for driving the lower actuating mechanism 821 to move. The upper and lower driving mechanisms and the upper and lower actuating mechanisms are arranged for the upper and lower plates to apply acting force respectively, so that more refined control can be realized, and the up-down movement of the upper and lower plates is more coherent so as to realize accurate adjustment of the throat channel adjustable nozzle.
Preferably, referring to fig. 3, the upper plate 71 and the lower plate 72 are clamped between the two side plates 73 by the clamping assembly 11, the clamping assembly 11 includes four clamping members 111, the four clamping members 111 correspond to four corners of the side plates 73 one by one, and each clamping member 111 clamps two corresponding corners of the two side plates 73. Based on the design, the stability of the structure of the equipment spray pipe is ensured under the condition that the upper plate and the lower plate are adjustable.
Preferably, sealing strips 112 are provided at the positions where the upper plate 71 and the lower plate 72 are connected to the two side plates 73 for sealing connection. The sealing property of the equipment nozzle 7 is ensured to prevent the leakage of high-temperature gas.
Further, the heater 6 comprises a head part 61, a body part 62, a blending and rectifying section 63 and a transition section 64 which are sequentially connected, wherein the head part 61 is connected with the igniter 5, and the transition section 64 is communicated with the equipment spray pipe 7; the oxidant supply adjustable device comprises a first oxidant supply adjustable device 31 and a second oxidant supply adjustable device 32, the first oxidant supply adjustable device 31 is communicated with the head part 61, and the second oxidant supply adjustable device 32 is communicated with the blending rectification section 63; the variable fuel supply device 10 communicates with the head 61. Based on the above design, the supply of fuel, oxidant, and coolant to different parts of the igniter 5 is precisely controlled.
Specifically, referring to fig. 1, the adjustable fuel supply device 10 includes a fuel control valve 101 and a fuel regulator 102 connected to the fuel control valve 101; the first oxidant supply adjustable device 31 includes a first oxidant control valve 311 and a first oxidant regulator 312 connected to the first oxidant control valve 311; the second oxidant supply adjustable device 32 includes a second oxidant control valve 321 and a second oxidant regulator 322 connected to the second oxidant control valve 321. Specifically, the fuel supply adjustable device 10 is used for connecting an external fuel supply system to regulate and control the fuel 1 supplied by the supply system to the heater 6; the first oxidant supply adjustable device 31 is used for connecting an external oxidant supply system to regulate and control the first oxidant 3a supplied by the oxidant supply system to the heater 6; similarly, the second oxidant supply adjustable device 32 is used for connecting an external oxidant supply system to adjust and control the second oxidant 3b supplied by the oxidant supply system to the heater 6.
Specifically, referring to fig. 1, the first coolant supply control device connected to the heater 6 includes a plurality of coolant control valves, in this embodiment, four coolant control valves are provided, which are respectively a first coolant control valve 131a, a second coolant control valve 131b, a third coolant control valve 131c and a fourth coolant control valve 131d, the plurality of coolant control valves are respectively communicated with the head portion 61, the body portion 62, the blending and rectifying section 63 and the transition section 64 of the heater 6, and are connected to an external coolant supply system to respectively provide the first coolant 13a, the second coolant 13b, the third coolant 13c and the fourth coolant 13d to different portions of the heater 6. The second coolant supply control means associated with the utility lance 7 is a single coolant control valve, namely a fifth coolant control valve 131e in this embodiment, which fifth coolant control valve 131e is connected to an external coolant supply system to provide the fifth coolant 13e to the utility lance. The first coolant 13a, the second coolant 13b, the third coolant 13c, the fourth coolant 13d, and the fifth coolant 13e may be the same coolant or different coolants.
Referring to fig. 1, a back pressure simulator 2 is used for simulating the back pressure of an engine in a flight state. In this embodiment, the backpressure simulation device 2 realizes the simulation backpressure required by the direct-connected test through the flow injection, vacuum tank and other modes, so as to simulate a more real flight state.
The working principle of the continuously variable incoming flow direct connection test system of the scramjet and RBCC engine is as follows:
the first oxidant 3a enters the head 61 through the first oxidant regulator 312 and the first oxidant control valve 311, the fuel enters the head 61 through the second oxidant regulator 322 and the second oxidant control valve 321, and the first oxidant 3a is mixed with the fuel at the side of the head 61 away from the igniter 5. The igniter 5 is ignited to realize ignition and combustion, and high-temperature gas generated enters the mixing rectification section 63 through the body part 62; the second oxidant 3b enters the blending rectification section 63 through the second oxidant regulator 322 and the second oxidant control valve 321, the second oxidant 3b and the high-temperature fuel gas continue to be blended and rectified in the blending rectification section 63, and the blended and rectified high-temperature fuel gas is discharged through the transition section 64 and the variable-structure equipment spray pipe 7 to generate test incoming flow meeting the flow rate, the total temperature and the Mach number required by a direct connection test.
When the test system works, the coolant supply system cools the test system by respectively leading the coolant to enter the head part 61 through the first coolant control valve 131a, enter the body part 62 through the second coolant control valve 131b, enter the blending and rectifying section 63 through the third coolant control valve 131c, enter the transition section 64 through the fourth coolant control valve 131d, and enter the equipment spray pipe 7 through the fifth coolant control valve 131e through different pipelines.
When the test system is used for testing, a test time sequence, an oxidant flow instruction after the Mach number is changed, a fuel flow instruction and an oxidant flow instruction are set through a program in the controller 9, and the regulation and control of the oxidant flow, the fuel flow and the oxidant flow after the Mach number is changed are respectively realized through the oxidant flow regulator 9, the fuel flow regulator 10 and the oxidant flow regulator 9, so that the gas flow and the total temperature required after the Mach number is changed are generated; the rotating angle position commands of the upper plate 71 and the lower plate 72 of the equipment nozzle 7 are set through a program in the controller 9, and the upper plate 71 and the lower plate 72 rotate around the upper rotating shaft 75 and the lower rotating shaft 76 through the upper driving device 81, the upper actuating mechanism 811, the lower driving device 82 and the lower actuating mechanism 821 respectively, so that the inner profile and the throat area of the equipment nozzle 7 are changed, and the new nozzle outlet Mach number is realized.
Through the operation, the direct-connection test incoming flow meeting the required flow, total temperature and Mach number under the working condition of variable Mach number is realized; in addition, the control of the test time length in the variable mach number test process can be realized by adjusting and setting the parameters of the controller 9.
The continuous variable Mach number direct connection test, the continuous variable total temperature direct connection test and the continuous variable flow direct connection test can be realized in the same test, the test efficiency can be greatly improved, the real flight condition of the continuous variable Mach number can be simulated, and the working state and the performance of the engine under the real flight condition can be comprehensively verified.
The utility model provides a scramjet and RBCC engine continuous variable incoming flow directly links test system, compare with prior art, the utility model discloses a set up the equipment spray tube into the adjustable spray tube of throat passageway, and change the size of throat passageway through the adjustable spray tube of drive throat passageway of drive arrangement, realized the continuous regulation of equipment spray tube throat area, and then realized the continuous adjustable of equipment spray tube export mach number in the test process; the fuel supply adjustable device, the oxidant supply adjustable device and the coolant supply control device are further arranged to realize continuous adjustment of the flow rates of the fuel and the oxidant of the heater; furthermore, the mixing ratio can be adjusted by continuously adjusting the flow, so that the total combustion temperature can be continuously adjusted. The specific effects based on the above design are as follows: on the one hand, the test of different flight operating modes is carried out, need not to dismantle heater, equipment spray tube repeatedly again, the installation has adapted to various experimental operating modes, has promoted test efficiency. In addition, the defects that the repeatability of a test result is poor due to the difference of the installation position, the angle, the moment and even the difference of installation personnel at each time, or repeated debugging work needs to be additionally added, and the work is very complicated to restore to the optimal state are overcome. On the other hand, the defects that a single working condition point test causes that only the working state of a few flight working condition points can be obtained, the working state of the engine under the continuous flying variable Mach number in the air cannot be simulated, difficulty is brought to the determination of the engine scheme, uncertain factors and potential safety hazards are introduced to the problems possibly existing in the real continuous flying of the engine and the like are avoided.
The above description is only exemplary of the present invention and should not be taken as limiting the scope of the present invention, as any modifications, equivalents, improvements and the like made within the spirit and principles of the present invention are intended to be included within the scope of the present invention.
Claims (10)
1. The utility model provides a scramjet and RBCC engine continuous change incoming flow directly links test system, is applicable to and carries out the continuous change incoming flow of multiplex condition point directly links experiment to scramjet and RBCC combination engine, test system includes backpressure analogue means and the power device, some firearm, heater, the equipment spray tube that concatenate in proper order, treat that the test engine connect in the equipment spray tube with between the backpressure analogue means, its characterized in that:
the heater is connected with a fuel supply adjustable device, an oxidant supply adjustable device and a first coolant supply control device;
the equipment spray pipe is a throat channel adjustable spray pipe, the throat channel adjustable spray pipe is connected with a second coolant supply control device, a channel inlet of the throat channel adjustable spray pipe is communicated with the heater, a channel outlet of the throat channel adjustable spray pipe is used for being connected with the engine to be tested, the throat channel adjustable spray pipe is connected with a driving device, and the driving device is used for driving the throat channel adjustable spray pipe to change the size of a throat channel;
wherein the adjustable fuel supply device, the adjustable oxidant supply device, the first coolant supply control device, the second coolant supply control device and the driving device are controlled by a controller.
2. The system for continuously variable incoming flow direct connection testing of a scramjet and RBCC engine of claim 1, wherein: the adjustable nozzle of the throat passage comprises an upper plate, a lower plate and two side plates, wherein the two side plates are fixedly connected with the heater at opposite positions, the upper plate and the lower plate are oppositely arranged and movably clamped between the two side plates to jointly form the adjustable rectangular nozzle of the throat passage, and the driving device is connected with the upper plate and/or the lower plate to drive the upper plate and/or the lower plate to relatively move so as to change the size of the throat passage.
3. The system for continuously variable incoming flow direct test of a scramjet and RBCC engine of claim 2, wherein: the driving device comprises an upper driving device and a lower driving device, the upper driving device is connected with the upper plate, the lower driving device is connected with the lower plate, and the upper driving device and the lower driving device are both controlled by the controller.
4. The system for continuously variable incoming flow direct test of a scramjet and RBCC engine of claim 3, wherein: the position of the upper plate close to the channel outlet is rotationally connected with the two side plates through an upper rotating shaft, and the upper driving device is connected to the position of the upper plate close to the channel inlet; the lower plate is connected with the two side plates through a lower rotating shaft in a rotating mode, and the position, close to the channel outlet, of the lower plate, and the lower driving device is connected to the position, close to the channel inlet, of the lower plate.
5. The system for continuously variable incoming flow direct test of a scramjet and RBCC engine of claim 4, wherein: the upper driving device comprises an upper actuating mechanism connected with the upper plate and an upper driving mechanism used for driving the upper actuating mechanism to move; the lower driving device comprises a lower actuating mechanism connected with the lower plate and a lower driving mechanism used for driving the lower actuating mechanism to move.
6. The continuous variable incoming flow direct connection test system for a scramjet and RBCC engine as set forth in any one of claims 2-5, wherein: the upper plate and the lower plate are clamped between the two side plates through the clamping assembly, the clamping assembly comprises four clamping pieces, the four clamping pieces correspond to the four corners of the side plates one by one, and each clamping piece clamps the two corresponding corners of the side plates.
7. The continuous variable incoming flow direct connection test system for a scramjet and RBCC engine as set forth in any one of claims 2-5, wherein: and sealing strips are arranged at the positions where the upper plate and the lower plate are connected with the two side plates for sealing connection.
8. The system for continuously variable incoming flow direct connection testing of a scramjet and RBCC engine of claim 1, wherein: the heater comprises a head part, a body part, a blending rectification section and a transition section which are sequentially connected, the head part is connected with the igniter, and the transition section is communicated with the equipment spray pipe; the adjustable oxidant supply device comprises a first adjustable oxidant supply device and a second adjustable oxidant supply device, the first adjustable oxidant supply device is communicated with the head, and the second adjustable oxidant supply device is communicated with the blending rectification section; the adjustable fuel supply device is communicated with the head.
9. The system for continuously variable incoming flow direct test of a scramjet and RBCC engine as recited in claim 8, wherein: the fuel supply adjustable device comprises a fuel control valve and a fuel regulator connected with the fuel control valve; the first oxidant supply adjustable device comprises a first oxidant control valve and a first oxidant regulator connected with the first oxidant control valve; the second adjustable oxidant supply includes a second oxidant control valve and a second oxidant regulator coupled to the second oxidant control valve.
10. The system for continuously variable incoming flow direct test of a scramjet and RBCC engine as recited in claim 8, wherein: the first coolant supply control means includes a plurality of coolant control valves communicating with the head portion, the body portion, the blend rectification section, and the transition section of the heater, respectively; the second coolant supply control device is a single coolant control valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121336858.7U CN214793798U (en) | 2021-06-16 | 2021-06-16 | Continuous variable incoming flow direct connection test system for scramjet and RBCC engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121336858.7U CN214793798U (en) | 2021-06-16 | 2021-06-16 | Continuous variable incoming flow direct connection test system for scramjet and RBCC engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214793798U true CN214793798U (en) | 2021-11-19 |
Family
ID=78712870
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121336858.7U Active CN214793798U (en) | 2021-06-16 | 2021-06-16 | Continuous variable incoming flow direct connection test system for scramjet and RBCC engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN214793798U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116086762A (en) * | 2023-03-06 | 2023-05-09 | 中国空气动力研究与发展中心高速空气动力研究所 | Three-sound-velocity free jet test device for continuously changing Mach number in supersonic test |
-
2021
- 2021-06-16 CN CN202121336858.7U patent/CN214793798U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116086762A (en) * | 2023-03-06 | 2023-05-09 | 中国空气动力研究与发展中心高速空气动力研究所 | Three-sound-velocity free jet test device for continuously changing Mach number in supersonic test |
| CN116086762B (en) * | 2023-03-06 | 2023-06-09 | 中国空气动力研究与发展中心高速空气动力研究所 | Three-sound-velocity free jet test device for continuously changing Mach number in supersonic test |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US7506555B2 (en) | Process and apparatus for testing a material under a high temperature and pressure environment | |
| CN103091238B (en) | Test platform with integrated dynamic and static service environments for thermal-barrier-coated turbine blades | |
| CN102023096B (en) | Internal-flow high-altitude simulation test device and test method of aviation piston engine | |
| CN108037035B (en) | Thin-wall pipe fitting near-service environment performance testing device for simulating turbine blade air film hole | |
| CN214793798U (en) | Continuous variable incoming flow direct connection test system for scramjet and RBCC engine | |
| CN110057558A (en) | A kind of turbine blade thermal fatigue experimental rig | |
| CN105699423A (en) | Device for testing fuel combustion performance of ramjet | |
| CN216697079U (en) | Gas turbine engine core machine ground test bed air inlet heating system | |
| CN110907123B (en) | High-enthalpy propulsion wind tunnel air heating method and device | |
| CN114813156B (en) | High-altitude test bed cold-hot immersion test device and method for turboshaft engine | |
| CN105372049A (en) | Test stand and method for thermal shock reliability of turbocharger | |
| CN112628026B (en) | Hot test device for real supply condition of gas-gas thrust chamber injector | |
| CN110542085B (en) | Fuel oil constant temperature and pressure control system of oil burner | |
| CN106124217A (en) | A kind of single channel internal combustion wave rotor experimental provision | |
| CN104764610A (en) | System for testing influence of testing gas contamination on performance of supersonic speed combustion chamber | |
| CN114440261B (en) | Supersonic part premixed combustion device with low turbulence | |
| CN110318909A (en) | Hybrid motor ground run repeatedly starts and thrust regulating device and method | |
| CN114198511A (en) | Double-pulse solid rocket engine high-altitude simulation test quick non-return device | |
| CN112555056B (en) | Afterburning circulating liquid engine core system thermal test device and parameter coordination method | |
| CN211648301U (en) | Valve testing device | |
| RU2797789C1 (en) | Unit for altitude testing of aircraft engines | |
| Thomas et al. | Expanded operational capabilities of the langley Mach 7 scramjet test facility | |
| CN117906963A (en) | Jet type temperature distortion generator | |
| CN112629907B (en) | Double-circuit open system test bench | |
| RU2767554C2 (en) | Gas dynamic testing unit |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20221115 Address after: 710000 C409-C30, Floor 4, Building 1, Huigu Commercial Street, Southeast Silk Road, Cross of Shenzhou 6th Road and Hangtuo Road, Xi'an National Civil Aerospace Industry Base, Shaanxi Province Patentee after: Xi'an Tanhuo Aerospace Technology Co.,Ltd. Address before: 29 Yudao street, Qinhuai District, Nanjing, Jiangsu Province, 210000 Patentee before: Nanjing University of Aeronautics and Astronautics |
|
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20230203 Address after: 215000 158 Chengsi Road, Lili Town, Wujiang District, Suzhou City, Jiangsu Province Patentee after: Aerospace Promotion (Suzhou) Aerospace Technology Co.,Ltd. Address before: 710000 C409-C30, Floor 4, Building 1, Huigu Commercial Street, Southeast Silk Road, Cross of Shenzhou 6th Road and Hangtuo Road, Xi'an National Civil Aerospace Industry Base, Shaanxi Province Patentee before: Xi'an Tanhuo Aerospace Technology Co.,Ltd. |