WO2012171105A1 - Aircraft engine test cell comprising an energy recuperation system and method of recuperating energy from the aircraft engine - Google Patents

Aircraft engine test cell comprising an energy recuperation system and method of recuperating energy from the aircraft engine Download PDF

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Publication number
WO2012171105A1
WO2012171105A1 PCT/CA2012/000582 CA2012000582W WO2012171105A1 WO 2012171105 A1 WO2012171105 A1 WO 2012171105A1 CA 2012000582 W CA2012000582 W CA 2012000582W WO 2012171105 A1 WO2012171105 A1 WO 2012171105A1
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WO
WIPO (PCT)
Prior art keywords
test cell
fluid
energy
tube
aircraft engine
Prior art date
Application number
PCT/CA2012/000582
Other languages
French (fr)
Inventor
Charles LUSSIER
Original Assignee
C.E.L. Energy Recuperation Inc.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by C.E.L. Energy Recuperation Inc. filed Critical C.E.L. Energy Recuperation Inc.
Publication of WO2012171105A1 publication Critical patent/WO2012171105A1/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/28—Supporting or mounting arrangements, e.g. for turbine casing
    • F01D25/285—Temporary support structures, e.g. for testing, assembling, installing, repairing; Assembly methods using such structures
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
    • B64F5/00—Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for
    • B64F5/60—Testing or inspecting aircraft components or systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K23/00—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids
    • F01K23/02—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled
    • F01K23/06—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle
    • F01K23/10—Plants characterised by more than one engine delivering power external to the plant, the engines being driven by different fluids the engine cycles being thermally coupled combustion heat from one cycle heating the fluid in another cycle with exhaust fluid of one cycle heating the fluid in another cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01K—STEAM ENGINE PLANTS; STEAM ACCUMULATORS; ENGINE PLANTS NOT OTHERWISE PROVIDED FOR; ENGINES USING SPECIAL WORKING FLUIDS OR CYCLES
    • F01K25/00—Plants or engines characterised by use of special working fluids, not otherwise provided for; Plants operating in closed cycles and not otherwise provided for
    • F01K25/08—Plants or engines characterised by use of special working fluids, not otherwise provided for; Plants operating in closed cycles and not otherwise provided for using special vapours
    • F01K25/10—Plants or engines characterised by use of special working fluids, not otherwise provided for; Plants operating in closed cycles and not otherwise provided for using special vapours the vapours being cold, e.g. ammonia, carbon dioxide, ether
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D1/00—Wind motors with rotation axis substantially parallel to the air flow entering the rotor 
    • F03D1/02—Wind motors with rotation axis substantially parallel to the air flow entering the rotor  having a plurality of rotors
    • F03D1/025—Wind motors with rotation axis substantially parallel to the air flow entering the rotor  having a plurality of rotors coaxially arranged
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M15/00—Testing of engines
    • G01M15/14—Testing gas-turbine engines or jet-propulsion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2220/00—Application
    • F05B2220/20—Application within closed fluid conduits, e.g. pipes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2220/00—Application
    • F05B2220/60—Application making use of surplus or waste energy
    • F05B2220/602—Application making use of surplus or waste energy with energy recovery turbines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2240/00—Components
    • F05B2240/10—Stators
    • F05B2240/13—Stators to collect or cause flow towards or away from turbines
    • F05B2240/133—Stators to collect or cause flow towards or away from turbines with a convergent-divergent guiding structure, e.g. a Venturi conduit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/20—Application within closed fluid conduits, e.g. pipes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/60—Application making use of surplus or waste energy
    • F05D2220/62—Application making use of surplus or waste energy with energy recovery turbines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
    • F05D2220/00—Application
    • F05D2220/70—Application in combination with
    • F05D2220/72—Application in combination with a steam turbine
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/70—Wind energy
    • Y02E10/72—Wind turbines with rotation axis in wind direction
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • AIRCRAFT ENGINE TEST CELL COMPRISING AN ENERGY RECUPERATION SYSTEM AND METHOD OF RECUPERATING ENERGY FROM THE AIRCRAFT ENGINE
  • the present invention relates to test cells for aircraft engines, and more particularly to an aircraft engine test cell comprising an energy recuperation system for recovering kinetic and thermal energy from the engine, notably that produced by the gases that are expelled by the aircraft engine and by the engine's output shaft.
  • An aircraft engine test facility includes a test cell wherein the aircraft engine is installed. Other rooms adjacent to the test cell chamber are operatively linked thereto to support the test cell, such as control and computer rooms, an engine preparation room, and the like.
  • the test facility is used to control the quality of the aircraft engine by performing operational, performance, troubleshooting and adjustment tests to ensure that the engine is operating within its specifications.
  • the test cell comprises an elongated test cell chamber having an air intake opening at one end allowing air to be fed into the test cell chamber; and an exhaust opening at the other end where air but also gases generated by the aircraft engine will be exhausted from the test cell chamber. These gases will include notably combustion gases.
  • the aircraft engine is installed within the test cell chamber on a test stand that may include a thrust-measuring test stand, a dynamometer linked to the engine's output shaft instead of a propeller (if applicable) and suitable measuring, control and security equipment that will be installed on and around the engine within the test cell chamber. Data gathered will be conveyed to the control and computer rooms where it will be analyzed.
  • the air intake opening and the exhaust opening are respectively equipped with an intake system and an exhaust system that may include suitable sound, fluid and solid filters.
  • the test cell chamber is designed to feed the aircraft engine with a steady and laminar stream of air flowing within a required velocity range.
  • the exhaust system is specifically designed to remove the hot gases ejected at high velocity by the aircraft engine from the test cell chamber and to cool the exhaust gases.
  • An augmentor tube (also called “ejector tube”) is used to receive, funnel and redirect combustion gases from the test cell chamber to the exhaust opening.
  • the augmentor tube will have a tube inlet positioned near the outlet nozzle of the aircraft engine, at a determined distance calculated to be far enough to avoid that the hot combustion gases that are expelled by the engine influence the engine operation but close enough to efficiently recuperate the combustion gases.
  • the augmentor tube also acts as an ejector pump to recuperate a secondary cooling airflow that is composed of ambient air circulating in the test cell around the engine that will be sucked into and ejected through the augmentor tube simultaneously with the combustion gases to create a combined outlet gas flow that will be cooler than the very hot combustion gases.
  • test cell Based on the disposition of its air intake and exhaust systems, a test cell usually has one of these three configuration types:
  • the present invention relates to a test cell for testing aircraft engines comprising:
  • a test cell chamber comprising an air intake opening for allowing air to be fed into said test cell chamber
  • an augmentor tube having a tube inlet in said test cell chamber for recuperating combustion gases generated by the aircraft engine and air within said test cell chamber, and a tube outlet;
  • said kinetic energy recuperation system comprises a wind turbine mounted within said augmentor tube and an energy producing device connected to said wind turbine.
  • said energy producing device comprises an electricity generator connected to said wind turbine.
  • said wind turbine comprises rotating blades that have a variable pitch.
  • the test cell for testing aircraft engines further comprises a gas flow control device mounted within said augmentor tube upstream of said wind turbine for controlling the gas flow within said augmentor tube to said wind turbine.
  • said gas flow control device comprises gas flow control blades attached to said augmentor tube that are fixed in rotation and that have a variable pitch.
  • the cross-sectional area of said augmentor tube increases downstream of said wind turbine for avoiding backflow of gases and air towards said wind turbine.
  • the present invention also relates to a method of recuperating kinetic energy from gases in a test cell for testing aircraft engines, the test cell comprising:
  • test cell chamber comprising an air intake opening
  • an augmentor tube having a tube inlet in said test cell chamber and a tube outlet;
  • said method comprising the steps of:
  • the step of providing said kinetic energy recuperation system in said augmentor tube comprises providing a wind turbine mounted within said augmentor tube and an energy producing device connected to said wind turbine.
  • the step of providing an energy producing device connected to said wind turbine comprises providing an electricity generator connected to said wind turbine, and the step of recuperating kinetic energy with said kinetic energy recuperation system comprises generating electricity with said electricity generator.
  • said wind turbine comprises rotating blades that have a variable pitch and said method comprises the step of selectively varying the pitch of said rotating blades.
  • said test cell further comprises a gas flow control device mounted within said augmentor tube upstream of said wind turbine and said method further comprises controlling the gas flow within said augmentor tube to said wind turbine with said gas flow control device.
  • said gas flow control device comprises gas flow control blades attached to said augmentor tube that are fixed in rotation and that have a variable pitch and the step of controlling the gas flow within said augmentor tube to said wind turbine comprises varying the pitch of said gas flow control blades.
  • the method further comprises the step of allowing the combustion gases and air exiting said wind turbine to flow into a cross-sectionally enlarged section of said augmentor tube downstream of said wind turbine for avoiding backflow of gases and air towards said wind turbine.
  • the present invention further relates to a test cell for testing aircraft engines comprising:
  • a test cell chamber comprising an air intake opening for allowing air to be fed into said test cell chamber
  • an augmentor tube having a tube inlet in said test cell chamber for recuperating combustion gases generated by the aircraft engine and air within said test cell chamber, and a tube outlet;
  • said resistance comprises a dynamometer.
  • said dynamometer is a fluid dynamometer that contains a first fluid and said energy recuperation system is a thermal energy recuperation system and comprises a first fluid circuit wherein said first fluid circulates and from which thermal energy is recuperated.
  • said thermal energy recuperation system comprises a generator capable of recuperating energy from the heated first fluid and generating electricity.
  • said thermal energy recuperation system comprises a second fluid circuit in heat exchange connection with said first fluid circuit to allow heat from said first fluid to be transferred to a second fluid circulating within said second fluid circuit, with said generator located in said second fluid circuit for recuperating the energy from said second fluid that is in heat exchange with the first fluid.
  • said fluid dynamometer is a water dynamometer and said first fluid is water.
  • said second fluid is an organic fluid with a liquid-vapor phase change occurring at a lower temperature than liquid water/steam phase change.
  • said first fluid circuit extends within one of said augmentor tube and said exhaust opening upstream of said generator for transferring heat from the combustion gases to said first fluid before energy from the heated first fluid is recuperated by said generator.
  • said second fluid circuit extends within one of said augmentor tube and said exhaust opening upstream of said generator for transferring heat at least from the combustion gases to said second fluid before energy from the heated second fluid is recuperated by said generator.
  • the present invention also relates to a method of recuperating energy in a test cell for testing aircraft engines, the test cell comprising:
  • test cell chamber comprising an air intake opening
  • said method comprising the steps of:
  • the step of providing a resistance comprises providing a fluid dynamometer containing a first fluid
  • the step of providing an energy recuperation system comprises providing a thermal energy recuperation system that comprises a first fluid circuit wherein said first fluid circulates
  • the step of recuperating energy generated by said resistance comprises recuperating thermal energy from said first fluid
  • the step of providing said thermal energy recuperation system comprises providing a generator and the step of recuperating thermal energy from said first fluid comprises said generator recuperating energy from the heated first fluid and transforming it into electricity.
  • the step of providing said thermal energy recuperation system comprises the step of providing a second fluid circuit in heat exchange connection with said first fluid circuit to allow heat from said first fluid to be transferred to a second fluid circulating within said second fluid circuit
  • the step of providing said generator comprises providing said generator in said second fluid circuit and the step of said generator recuperating energy from the heated first fluid comprises said generator recuperating energy from the heated second fluid that is in heat exchange with said first fluid.
  • said fluid dynamometer is a water dynamometer and said first fluid is water.
  • said second fluid is an organic fluid with a liquid-vapor phase change occurring at a lower temperature than liquid water/steam phase change.
  • said first fluid circuit is in thermal exchange contact with the combustion gases that are recuperated by said augmentor tube for transferring heat from the combustion gases to said first fluid before energy from the heated first fluid is recuperated.
  • said first fluid circuit is in thermal exchange contact with the combustion gases that are recuperated by said augmentor tube upstream of said generator for transferring heat from the combustion gases to said first fluid before energy from the heated first fluid is recuperated by said generator.
  • said second fluid circuit is in thermal exchange contact with the combustion gases that are recuperated by said augmentor tube upstream of said generator for transferring heat at least from the combustion gases to said second fluid before the energy from the heated second fluid is recuperated by said generator.
  • Figure 1 is a schematic side elevation, partly in cross-section, of an aircraft engine test cell with a kinetic energy recuperation system according to the present invention in which a turbo-fan or turbo-jet aircraft engine is installed for testing;
  • Figure 2 is an enlarged view of the area circumscribed by line II in figure 1;
  • Figure 3 is a schematic side elevation, partly in cross-section, of an aircraft engine test cell with a kinetic energy recuperation system according to the present invention in which a turbo-shaft or turbo-prop aircraft engine is installed for testing
  • Figure 4 is a schematic side elevation of an aircraft engine test cell with a thermal energy recuperation system according to the present invention in which a turbo-shaft or turbo-prop aircraft engine is installed for testing, with the augmentor tube partly cut-away;
  • Figure 5 is an enlarged side elevation of the aircraft engine, dynamometer and part of the first fluid circuit of the thermal energy recuperation system of figure 4.
  • Figures 6 and 7 are similar to figure 4 but illustrate two alternate embodiments of the invention including a thermal energy recuperation system.
  • the present invention generally relates to recuperation of energy within a test cell for testing aircraft engines.
  • Energy recuperation can be accomplished by mechanically and/or thermodynamically recuperating energy dissipated by the aircraft engine and using it either in its recuperated form (e.g. heat) or transferring it into another form of energy (e.g. electricity). Since aircraft engines dissipate a lot of energy during testing, recuperating such energy to use it constructively is highly desirable and advantageous.
  • Figure 1 shows an aircraft engine test cell 10 with a kinetic energy recuperation system 13 according to a first embodiment of the invention.
  • An aircraft engine 16 is installed within test cell 10 for testing purposes, and more particularly to test or control the quality of the aircraft engine by performing operational, performance, troubleshooting and adjustment tests to ensure that the engine is operating within its specifications.
  • Test cell 10 shown in figure 1 is particularly adapted to test turbo-fan or turbo-jet engines, but it is understood that the present invention is not limited thereto.
  • Test cell 10 comprises a chamber 19 having a peripheral wall 21 that defines an elongated enclosure 24.
  • An engine test stand 27 is mounted to wall 21 within enclosure 24 on which engine 16 may be operatively installed for testing purposes.
  • test stand 27 is shown to be installed on the ceiling of chamber 19, but it is understood that it could be installed on any wall surface including on the floor.
  • Test cell chamber 19 has an air intake opening 30 at one end for feeding outside, ambient air into test cell chamber 19; and an exhaust opening 33 at the other end where air but also combustion gases generated by aircraft engine 16 will be exhausted from test cell 10 outside into the atmosphere.
  • Test cell 10 further comprises an intake system 36 at intake opening 30 and an exhaust system 39 at exhaust opening 33.
  • Intake system 26 and exhaust system 39 may include suitable sound filters and optional gas and solid filters (e.g. to avoid birds or other debris from being sucked into test cell 10).
  • Augmentor tube 42 links chamber 1 to exhaust system 39 and to exhaust opening 33.
  • Augmentor tube 42 has an inlet 45 located within chamber 19 at a determined distance from the engine outlet nozzle 48; and an outlet 51 located within exhaust system 39.
  • the distance between inlet 45 and nozzle 48 is determined according to engine and augmentor tube specifications to allow the engine exhaust gases to be captured by and funnelled into augmentor tube 42 without undesirable backflow and without affecting engine performance; and also to allow a secondary flow of air to be created around engine, with this secondary airflow being sucked into augmentor tube 42 by the high velocity exhaust gases, as known in the art.
  • the secondary airflow has some known advantages including that it will somewhat cool the very hot exhaust gases.
  • Exhaust system 39 includes an exhaust pipe 54 and will usually include an exhaust stack (not shown), that allow expansion of the gases to obtain lower discharge velocities. Exhaust system 39 may also comprise optional sound and gas filters as mentioned above.
  • kinetic energy recuperation system 13 is provided within augmentor tube 42.
  • the purpose of kinetic energy recuperation system 13 is to recuperate the energy from the movement of the gases through augmentor tube 42 for use in other applications.
  • gases include the combustion gases expelled by the aircraft engine being tested and also the secondary airflow that is simultaneously ejected through augmentor tube 42.
  • FIGS 1 and 2 more particularly show that kinetic energy recuperation system 13 comprises a wind turbine 57 having two sets of rotatable vanes 60 - although it is understood that wind turbine 57 could include one or any suitable number of sets of rotatable vanes.
  • Turbine 57 is mounted to augmentor tube 42 and is connected to an energy producing device in the form of alternator/generator 63 that is also mounted to augmentor tube 42. The energy produced in alternator/generator 63 is transferred through suitable wires (not shown) to a suitable power consumption area.
  • Turbine 57 may include vanes 60 that have a variable pitch that is either auto-adjusting by means of an automatic controller (not shown) as a result of the gas flow rate through turbine 57 or that is adjusted by a worker.
  • augmentor tube 42 Downstream of turbine 57, the diameter of augmentor tube 42 increases at 58 to avoid gas reflux back towards and into turbine 57 or towards and out through augmentor tube inlet 45 into test cell chamber 19. According to the present invention, it is envisioned that this augmentation of the diameter of the augmentor tube will be even greater than in prior art devices wherein no wind turbine is installed. This additional increase in the diameter of augmentor tube 42 exists to further avoid gas reflux in augmentor tube 42 that may result from the installation of wind turbine 57.
  • a gas flow control device in the form of a variable pitch stator 66 is mounted to augmentor tube 42 upstream of turbine 57.
  • Stator 66 comprises a number of static blades 69 through which gases may circulate. Blades 69 may be inclined at a desired pitch to control the gas debit flow rate through stator 66 and towards turbine 57.
  • the stator pitch determination may be accomplished automatically by means of an automatic controller (not shown) as a result of the gas flow rate through stator 66 or by a worker.
  • augmentor tube 42 also acts as an ejector pump for ambient air due to the high-velocity combustion gases that are expelled through inlet 45.
  • Augmentor tube 42 has a reduction in diameter near its inlet 45 at 72 that contributes to create the pumping effect.
  • the ejector pump generates a mostly laminar secondary airflow around the aircraft engine being tested. This secondary airflow will mix with the combustion gases being expelled by the aircraft engine to reduce the temperature of the hot combustion gases.
  • engine 16 In use, engine 16 will be operated within test cell 10 to test its parameters under different conditions. Outside, ambient air will be pulled into test cell chamber 19 and will be fed towards and around engine 16 as known in the art. Engine 16 will eject combustion gases at high velocity through its outlet nozzle 48 into augmentor tube 42. Simultaneously, a secondary cooling airflow comprised of ambient air circulating around engine 16 will also be funneled into augmentor tube 42 to partly cool the hot combustion gases expelled by engine 16. The combined outlet gas flow that comprises the secondary airflow and the engine combustion gases will flow through augmentor tube 42 towards exhaust system 39 to be exhausted outside of test cell 10.
  • test cell 10 Since test cell 10 is used to test engines having different power outputs under different conditions and at different power demands, the combined outlet gas flow through augmentor tube 42 and turbine 57 will vary significantly from one engine test to another.
  • the pitches of the turbine vanes 60 and of the stator blades 69 may be selectively adjusted to a desired value. The more the turbine vanes 60 are rotated to be perpendicular to the incoming gas flow, the more the turbine rotation speed will be important for a given incoming gas flow speed; and the more the stator blades 69 are rotated to block the area upstream of wind turbine 57, the more restriction to the debit flow rate of incoming gas flow will exist.
  • FIG 3 is a schematic side elevation, partly in cross-section, of an aircraft engine test cell 80 with a kinetic energy recuperation system 83 according to a second embodiment of the present invention in which an aircraft engine 86 having an output shaft is installed for testing.
  • the engine's propeller is removed within test cell 80.
  • a water dynamometer 89 is operatively linked to the aircraft engine output shaft to simulate the resistance of a propeller, as known in the art.
  • Aircraft engine 86 may be a turbo-shaft or a turbo-prop aircraft engine.
  • the kinetic energy recuperation system 83 in the embodiment of figure 3 may be identical or very similar to the one shown in the embodiments of figures 1 and 2, although some operational and design parameters may vary depending on the actual gas flow through the augmentor tube 92 and according to the augmentor tube geometry, which will be determined as a result of engine parameters.
  • any other suitable known kinetic energy recuperation system may be used within the scope of the present invention. This more specifically includes any system having a first component capable of being put in motion by the displacement of the combustion gases and air being exhausted through the augmentor tube; and a second component capable of generating energy from the motion of the first component.
  • a wind turbine is, of course, one such very well-known first component of a kinetic energy recuperation system.
  • the energy recuperated need not be transformed into electricity; it could also be used otherwise.
  • heat could be generated by the kinetic energy recuperation system of the present invention, this heat being used in any suitable fashion such as for heating the building in which the test cell is installed and the hot water used within that building.
  • the present invention also relates to a method of recuperating kinetic energy from gases in a test cell for testing aircraft engines that comprises the steps of: o providing a kinetic energy recuperation system in the augmentor tube; o installing and operating an aircraft engine on the test cell test stand; o feeding air into the test cell chamber;
  • recuperating kinetic energy form the combustion gases and air flowing in the augmentor tube with the kinetic energy recuperation system.
  • the present invention In addition to kinetic energy recuperation, the present invention also aims to recuperate thermal energy dissipated through the testing of the aircraft engine.
  • Figure 4 shows a test cell 100 according to another embodiment of the invention equipped with a thermal energy recuperation system 102.
  • Test cell 100 could include the kinetic energy recuperation system described in the embodiments of figures 1-3 although it is not shown in figure 4.
  • Test cell 100 is similar to test cell 10 as shown in figure 3 and comprises a test cell chamber 101 having a peripheral wall 102 with an air intake opening 103.
  • Test cell 100 is used for testing a turbo-shaft or turbo-prop aircraft engine 104 from which the combustion gases and air from a secondary airflow will be recuperated through an augmentor tube 105.
  • a water dynamometer 106 of known construction is operatively linked to the front output shaft 107 of aircraft engine 104. Installing a water dynamometer is known in the art (see figure 3 for example), for simulating the resistance of the aircraft engine propeller that is normally installed on the engine in normal operation but removed during testing. Water within dynamometer 106 will be heated when shaft 107 rotates.
  • first fluid circuit 128 comprises a cold water supply pipe 108 that feeds water dynamometer 106 with cold water from a water supply tank 112 and a hot water return pipe 110 that allows water heated within water dynamometer 106 to return towards water supply tank 112.
  • Tank 112 is partitioned with an intermediate wall 114 to delimitate respective cold water and hot water tank portions 116, 118.
  • Intermediate wall 114 in fact extends short of the full height of water supply tank 112 to avoid eventual pressure differentials between the cold and hot water sides of first fluid circuit 128. Cold and hot water will mix insignificantly in supply tank 112, i.e.
  • Cold water supply pipe 108 has a cold water inlet 120 within cold water tank portion 116 and hot water return pipe 110 has a hot water outlet 122 within hot water tank portion 118.
  • Water supply tank 112 is operatively linked to a heat energy recovery system 124 (schematically shown in figure 4) that may be installed externally of the test cell chamber area.
  • Heat energy recovery system 124 comprises a heat exchanger 126 wherein first fluid circuit 128 is in thermal communication with a second fluid circuit 130 to allow heat exchange between first and second fluids circulating therein whereby the first fluid heats the second fluid.
  • the first fluid circuit circulates first fluid in the form of hot water from the hot water tank portion 118 into heat exchanger 126 and back into the cold water tank portion 116 after energy transfer to the second fluid.
  • a hot water inlet 132 is provided in hot water tank portion 118 and a cold water outlet 134 is provided in cold water tank portion 116 to allow this circulation.
  • the second fluid is heated by the first fluid as noted above.
  • the second fluid preferably evaporates in heat exchanger 126 as a result of the heat exchange with the first fluid.
  • the second fluid may be any suitable fluid such as an organic fluid.
  • Heat energy recovery system 124 further comprises an expander 136 linked to a generator 138, for generating electricity from the energy released within expander 136.
  • the low pressure gaseous state second fluid then flows into a condenser 140 where it is condensed in liquid state before being conveyed into a receiver tank 142 from where it will be circulated back towards heat exchanger 126.
  • a pump 144 circulates the second fluid in second fluid circuit 130.
  • water dynamometer 106 will heat water as a result of the rotation of the aircraft engine output shaft 107.
  • Water heated by the water dynamometer 106 will be conveyed to and accumulate in the hot water tank portion 118 of water supply tank 112 to in turn be circulated through heat exchanger 126 where it will transfer heat to the second fluid that circulates in second fluid circuit 130.
  • the thusly heated second fluid will be used to generate electricity at expander/generator 136, 138 and consequently the thermal energy is recuperated from the heated water in water dynamometer 106.
  • Electricity generated at generator 138 may be conveyed for use in the power grid in any desired fashion. While the first fluid is often mentioned as being water within the present specification, it is understood that another suitable alternate first fluid could also be used.
  • any suitable fluid may also be used.
  • favorable thermal interaction between the first and second fluids will be considered when selecting the first and second fluids.
  • an organic fluid will be used as the second fluid that has a high molecular mass with a liquid-vapor phase change occurring at a lower temperature than the water-steam phase change. This way, liquid phase water circulating in the first fluid circuit 128 may be used to evaporate the organic fluid in the second fluid circuit 130 to obtain a more efficient energy transfer.
  • Figure 6 shows an alternate embodiment of the invention which is similar to the embodiment of figures 4-5, except that the second fluid that flows through second fluid circuit 230 out of a first heat exchanger 232 (similar to the heat exchanger 126 of the embodiment of figure 4) will be directed into a second heat exchanger 234.
  • This second heat exchanger 234 is located within an exhaust pipe 236 that forms part of augmentor tube 238.
  • the second fluid exiting second heat exchanger 234 is conveyed to expander 242.
  • the second fluid will be additionally heated through thermal conduction by the combined augmentor tube gas flow that comprises the secondary airflow and the engine combustion gases that flows through augmentor tube 238 to be exhausted outside of test cell 240.
  • the second fluid may change phase from liquid to gaseous either in the first or second heat exchanger 232, 234, depending on design choices. If it changes to gaseous state in the first heat exchanger 232, the gaseous state second fluid will then be overheated within the second heat exchanger 234 before it is conveyed to the expander 242.
  • Figure 7 shows another alternate embodiment of the invention which is similar to the embodiment of figure 6, except that the second heat exchanger 300 is part of the first fluid circuit 302 instead of being part of the second fluid circuit 304.
  • the water (first fluid) that will be additionally heated in the second heat exchanger 300 by the augmentor tube gases as it flows out of water supply tank 306. Water will be thusly heated before it is circulated through first heat exchanger 308.
  • One advantageous aspect of this embodiment is that the first fluid may be heated to a greater value before it transfers energy to the second fluid.
  • the present invention also relates to a method of recuperating energy in a test cell for testing aircraft engines that comprises the steps of: o installing and operating an aircraft engine on the test cell test stand; o providing a resistance within the test cell chamber connected to an output shaft of the aircraft engine.
  • this resistance has been shown as being a water dynamometer in figures 4-7, other alternate resistances could also be envisioned;
  • heat energy recovery system 124 could comprise other ways of recovering energy from the heat circulated in the first fluid circuit.
  • the heat could be used without being transformed into electricity, but rather in heat exchange procedures to heat the building the test cell is installed in and the hot water being used therein.
  • a resistance other than a water dynamometer is linked to the engine output shaft and an energy recuperation system is coupled to the resistance for recuperating energy therefrom.
  • the resistance could be an electric dynamometer coupled to an electricity generator.
  • the energy recuperation system (both kinetic and thermal) could be adapted to test cells capable of testing any specific type of aircraft engine, and not just one specific type of aircraft engine. So although some embodiments are illustrated and described in association with the testing of a specific type of aircraft engine, the energy recuperation system of the present invention is not so limited.

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Abstract

The test cell comprises a test cell chamber comprising an air intake opening for allowing air to be fed into the test cell chamber. An aircraft engine test stand is mounted within the test cell chamber with the aircraft engine to be tested installed thereon. An augmentor tube has a tube inlet in the test cell chamber for recuperating combustion gases generated by the aircraft engine and air within the test cell chamber, and a tube outlet. The augmentor tube outlet connects to an exhaust opening for allowing combustion gases generated by the aircraft engine and air to be exhausted from the test cell chamber. A kinetic energy recuperation system is installed in the augmentor tube for recuperating kinetic energy form the gases flowing in the augmentor tube. A resistance, such as a water dynamometer, is installed within the test cell chamber for connexion to an output shaft of the aircraft engine. An energy recuperation system is connected to the resistance for recuperating energy generated by the resistance.

Description

TTTLE OF THE INVENTION: AIRCRAFT ENGINE TEST CELL COMPRISING AN ENERGY RECUPERATION SYSTEM AND METHOD OF RECUPERATING ENERGY FROM THE AIRCRAFT ENGINE
CROSS-REFERENCE DATA
This application claims the conventional priority of United States provisional patent application N° 61/520,807 filed on June 15, 2011, and United States provisional patent application N° 61/575,120 filed August 16, 2011. FIELD OF THE INVENTION
The present invention relates to test cells for aircraft engines, and more particularly to an aircraft engine test cell comprising an energy recuperation system for recovering kinetic and thermal energy from the engine, notably that produced by the gases that are expelled by the aircraft engine and by the engine's output shaft.
BACKGROUND OF THE INVENTION
An aircraft engine test facility includes a test cell wherein the aircraft engine is installed. Other rooms adjacent to the test cell chamber are operatively linked thereto to support the test cell, such as control and computer rooms, an engine preparation room, and the like. The test facility is used to control the quality of the aircraft engine by performing operational, performance, troubleshooting and adjustment tests to ensure that the engine is operating within its specifications.
The test cell comprises an elongated test cell chamber having an air intake opening at one end allowing air to be fed into the test cell chamber; and an exhaust opening at the other end where air but also gases generated by the aircraft engine will be exhausted from the test cell chamber. These gases will include notably combustion gases.
The aircraft engine is installed within the test cell chamber on a test stand that may include a thrust-measuring test stand, a dynamometer linked to the engine's output shaft instead of a propeller (if applicable) and suitable measuring, control and security equipment that will be installed on and around the engine within the test cell chamber. Data gathered will be conveyed to the control and computer rooms where it will be analyzed. The air intake opening and the exhaust opening are respectively equipped with an intake system and an exhaust system that may include suitable sound, fluid and solid filters. The test cell chamber is designed to feed the aircraft engine with a steady and laminar stream of air flowing within a required velocity range. The exhaust system is specifically designed to remove the hot gases ejected at high velocity by the aircraft engine from the test cell chamber and to cool the exhaust gases.
An augmentor tube (also called "ejector tube") is used to receive, funnel and redirect combustion gases from the test cell chamber to the exhaust opening. The augmentor tube will have a tube inlet positioned near the outlet nozzle of the aircraft engine, at a determined distance calculated to be far enough to avoid that the hot combustion gases that are expelled by the engine influence the engine operation but close enough to efficiently recuperate the combustion gases. The augmentor tube also acts as an ejector pump to recuperate a secondary cooling airflow that is composed of ambient air circulating in the test cell around the engine that will be sucked into and ejected through the augmentor tube simultaneously with the combustion gases to create a combined outlet gas flow that will be cooler than the very hot combustion gases.
Based on the disposition of its air intake and exhaust systems, a test cell usually has one of these three configuration types:
U-Type (vertical intake and exhaust)
- L-Type (horizontal intake and vertical exhaust)
Folded Inlet Type (L -Type with a folded air intake system)
During testing sessions, the engine burns a lot of fuel and transforms most of the energy thus produced into thermal and kinetic energy that is carried by the exhaust gases. In prior art devices, at least the kinetic energy is completely lost in this process, and often at least part of the thermal energy is also lost. Considering that aircraft engines need to be tested for hours during which they eject gases at high velocity, the energy lost in this manner is considerable. SUMMARY OF THE INVENTION
The present invention relates to a test cell for testing aircraft engines comprising:
• a test cell chamber comprising an air intake opening for allowing air to be fed into said test cell chamber;
• an aircraft engine test stand mounted within said test cell chamber for installation thereon of an aircraft engine to be tested;
• an augmentor tube having a tube inlet in said test cell chamber for recuperating combustion gases generated by the aircraft engine and air within said test cell chamber, and a tube outlet;
• an exhaust opening for allowing combustion gases generated by the aircraft engine and air to be exhausted from said test cell chamber, with said augmentor tube outlet being connected to said exhaust opening; and
• a kinetic energy recuperation system; wherein said kinetic energy recuperation system is installed in said augmentor tube for recuperating kinetic energy form the gases flowing in said augmentor tube.
In one embodiment, wherein said kinetic energy recuperation system comprises a wind turbine mounted within said augmentor tube and an energy producing device connected to said wind turbine.
In one embodiment, said energy producing device comprises an electricity generator connected to said wind turbine.
In one embodiment, said wind turbine comprises rotating blades that have a variable pitch.
In one embodiment, the test cell for testing aircraft engines further comprises a gas flow control device mounted within said augmentor tube upstream of said wind turbine for controlling the gas flow within said augmentor tube to said wind turbine. In one embodiment, said gas flow control device comprises gas flow control blades attached to said augmentor tube that are fixed in rotation and that have a variable pitch.
In one embodiment, the cross-sectional area of said augmentor tube increases downstream of said wind turbine for avoiding backflow of gases and air towards said wind turbine.
The present invention also relates to a method of recuperating kinetic energy from gases in a test cell for testing aircraft engines, the test cell comprising:
• a test cell chamber comprising an air intake opening;
• an aircraft engine test stand mounted within said test cell chamber;
• an augmentor tube having a tube inlet in said test cell chamber and a tube outlet;
• an exhaust opening for allowing combustion gases generated by the aircraft engine and air to be exhausted from said test cell chamber, with said augmentor tube outlet being connected to said exhaust opening;
said method comprising the steps of:
o providing a kinetic energy recuperation system in said augmentor tube; o installing and operating an aircraft engine on the test stand;
o feeding air into the test cell chamber;
o funnelling combustion gases generated by the aircraft engine and air from said test cell chamber through said augmentor tube; and o recuperating kinetic energy form the combustion gases and air flowing in said augmentor tube with said kinetic energy recuperation system.
In one embodiment, the step of providing said kinetic energy recuperation system in said augmentor tube comprises providing a wind turbine mounted within said augmentor tube and an energy producing device connected to said wind turbine.
In one embodiment, the step of providing an energy producing device connected to said wind turbine comprises providing an electricity generator connected to said wind turbine, and the step of recuperating kinetic energy with said kinetic energy recuperation system comprises generating electricity with said electricity generator. In one embodiment, said wind turbine comprises rotating blades that have a variable pitch and said method comprises the step of selectively varying the pitch of said rotating blades.
In one embodiment, said test cell further comprises a gas flow control device mounted within said augmentor tube upstream of said wind turbine and said method further comprises controlling the gas flow within said augmentor tube to said wind turbine with said gas flow control device.
In one embodiment, said gas flow control device comprises gas flow control blades attached to said augmentor tube that are fixed in rotation and that have a variable pitch and the step of controlling the gas flow within said augmentor tube to said wind turbine comprises varying the pitch of said gas flow control blades.
In one embodiment, the method further comprises the step of allowing the combustion gases and air exiting said wind turbine to flow into a cross-sectionally enlarged section of said augmentor tube downstream of said wind turbine for avoiding backflow of gases and air towards said wind turbine.
The present invention further relates to a test cell for testing aircraft engines comprising:
• a test cell chamber comprising an air intake opening for allowing air to be fed into said test cell chamber;
• an aircraft engine test stand mounted within said test cell chamber for installation thereon of an aircraft engine to be tested;
• an augmentor tube having a tube inlet in said test cell chamber for recuperating combustion gases generated by the aircraft engine and air within said test cell chamber, and a tube outlet;
• an exhaust opening for allowing combustion gases generated by the aircraft engine and air to be exhausted from said test cell chamber, with said augmentor tube outlet being connected to said exhaust opening;
• a resistance installed within said test cell chamber for connexion to an output shaft of the aircraft engine; and • an energy recuperation system connected to said resistance for recuperating energy generated by said resistance.
In one embodiment, said resistance comprises a dynamometer.
In one embodiment, said dynamometer is a fluid dynamometer that contains a first fluid and said energy recuperation system is a thermal energy recuperation system and comprises a first fluid circuit wherein said first fluid circulates and from which thermal energy is recuperated.
In one embodiment, said thermal energy recuperation system comprises a generator capable of recuperating energy from the heated first fluid and generating electricity. In one embodiment, said thermal energy recuperation system comprises a second fluid circuit in heat exchange connection with said first fluid circuit to allow heat from said first fluid to be transferred to a second fluid circulating within said second fluid circuit, with said generator located in said second fluid circuit for recuperating the energy from said second fluid that is in heat exchange with the first fluid. In one embodiment, said fluid dynamometer is a water dynamometer and said first fluid is water.
In one embodiment, said second fluid is an organic fluid with a liquid-vapor phase change occurring at a lower temperature than liquid water/steam phase change.
In one embodiment, said first fluid circuit extends within one of said augmentor tube and said exhaust opening upstream of said generator for transferring heat from the combustion gases to said first fluid before energy from the heated first fluid is recuperated by said generator.
In one embodiment, said second fluid circuit extends within one of said augmentor tube and said exhaust opening upstream of said generator for transferring heat at least from the combustion gases to said second fluid before energy from the heated second fluid is recuperated by said generator. The present invention also relates to a method of recuperating energy in a test cell for testing aircraft engines, the test cell comprising:
• a test cell chamber comprising an air intake opening;
• an aircraft engine test stand mounted within said test cell chamber;
• an augmentor tube having a tube inlet in said test cell chamber and a tube outlet; and
• an exhaust opening for allowing combustion gases generated by the aircraft engine and air to be exhausted from said test cell chamber, with said augmentor tube outlet being connected to said exhaust opening;
said method comprising the steps of:
o installing and operating an aircraft engine on the test stand;
o providing a resistance within said test cell chamber connected to an output shaft of the aircraft engine;
o providing an energy recuperation system connected to said resistance; and
o recuperating energy generated by said resistance with said energy recuperation system.
In one embodiment, the step of providing a resistance comprises providing a fluid dynamometer containing a first fluid, the step of providing an energy recuperation system comprises providing a thermal energy recuperation system that comprises a first fluid circuit wherein said first fluid circulates, and the step of recuperating energy generated by said resistance comprises recuperating thermal energy from said first fluid.
In one embodiment, the step of providing said thermal energy recuperation system comprises providing a generator and the step of recuperating thermal energy from said first fluid comprises said generator recuperating energy from the heated first fluid and transforming it into electricity.
In one embodiment, the step of providing said thermal energy recuperation system comprises the step of providing a second fluid circuit in heat exchange connection with said first fluid circuit to allow heat from said first fluid to be transferred to a second fluid circulating within said second fluid circuit, the step of providing said generator comprises providing said generator in said second fluid circuit and the step of said generator recuperating energy from the heated first fluid comprises said generator recuperating energy from the heated second fluid that is in heat exchange with said first fluid.
In one embodiment, said fluid dynamometer is a water dynamometer and said first fluid is water. In one embodiment, said second fluid is an organic fluid with a liquid-vapor phase change occurring at a lower temperature than liquid water/steam phase change.
In one embodiment, said first fluid circuit is in thermal exchange contact with the combustion gases that are recuperated by said augmentor tube for transferring heat from the combustion gases to said first fluid before energy from the heated first fluid is recuperated.
In one embodiment, said first fluid circuit is in thermal exchange contact with the combustion gases that are recuperated by said augmentor tube upstream of said generator for transferring heat from the combustion gases to said first fluid before energy from the heated first fluid is recuperated by said generator. In one embodiment, said second fluid circuit is in thermal exchange contact with the combustion gases that are recuperated by said augmentor tube upstream of said generator for transferring heat at least from the combustion gases to said second fluid before the energy from the heated second fluid is recuperated by said generator.
BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic side elevation, partly in cross-section, of an aircraft engine test cell with a kinetic energy recuperation system according to the present invention in which a turbo-fan or turbo-jet aircraft engine is installed for testing;
Figure 2 is an enlarged view of the area circumscribed by line II in figure 1;
Figure 3 is a schematic side elevation, partly in cross-section, of an aircraft engine test cell with a kinetic energy recuperation system according to the present invention in which a turbo-shaft or turbo-prop aircraft engine is installed for testing; Figure 4 is a schematic side elevation of an aircraft engine test cell with a thermal energy recuperation system according to the present invention in which a turbo-shaft or turbo-prop aircraft engine is installed for testing, with the augmentor tube partly cut-away;
Figure 5 is an enlarged side elevation of the aircraft engine, dynamometer and part of the first fluid circuit of the thermal energy recuperation system of figure 4; and
Figures 6 and 7 are similar to figure 4 but illustrate two alternate embodiments of the invention including a thermal energy recuperation system.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT OF THE
INVENTION
The present invention generally relates to recuperation of energy within a test cell for testing aircraft engines. Energy recuperation can be accomplished by mechanically and/or thermodynamically recuperating energy dissipated by the aircraft engine and using it either in its recuperated form (e.g. heat) or transferring it into another form of energy (e.g. electricity). Since aircraft engines dissipate a lot of energy during testing, recuperating such energy to use it constructively is highly desirable and advantageous.
Figure 1 shows an aircraft engine test cell 10 with a kinetic energy recuperation system 13 according to a first embodiment of the invention. An aircraft engine 16 is installed within test cell 10 for testing purposes, and more particularly to test or control the quality of the aircraft engine by performing operational, performance, troubleshooting and adjustment tests to ensure that the engine is operating within its specifications. Test cell 10 shown in figure 1 is particularly adapted to test turbo-fan or turbo-jet engines, but it is understood that the present invention is not limited thereto.
Test cell 10 comprises a chamber 19 having a peripheral wall 21 that defines an elongated enclosure 24. An engine test stand 27 is mounted to wall 21 within enclosure 24 on which engine 16 may be operatively installed for testing purposes. In this embodiment, test stand 27 is shown to be installed on the ceiling of chamber 19, but it is understood that it could be installed on any wall surface including on the floor. Test cell chamber 19 has an air intake opening 30 at one end for feeding outside, ambient air into test cell chamber 19; and an exhaust opening 33 at the other end where air but also combustion gases generated by aircraft engine 16 will be exhausted from test cell 10 outside into the atmosphere.
Test cell 10 further comprises an intake system 36 at intake opening 30 and an exhaust system 39 at exhaust opening 33. Intake system 26 and exhaust system 39 may include suitable sound filters and optional gas and solid filters (e.g. to avoid birds or other debris from being sucked into test cell 10).
An augmentor tube 42 links chamber 1 to exhaust system 39 and to exhaust opening 33. Augmentor tube 42 has an inlet 45 located within chamber 19 at a determined distance from the engine outlet nozzle 48; and an outlet 51 located within exhaust system 39. The distance between inlet 45 and nozzle 48 is determined according to engine and augmentor tube specifications to allow the engine exhaust gases to be captured by and funnelled into augmentor tube 42 without undesirable backflow and without affecting engine performance; and also to allow a secondary flow of air to be created around engine, with this secondary airflow being sucked into augmentor tube 42 by the high velocity exhaust gases, as known in the art. The secondary airflow has some known advantages including that it will somewhat cool the very hot exhaust gases.
Exhaust system 39 includes an exhaust pipe 54 and will usually include an exhaust stack (not shown), that allow expansion of the gases to obtain lower discharge velocities. Exhaust system 39 may also comprise optional sound and gas filters as mentioned above.
According to the embodiment of the present invention shown in figure 1, kinetic energy recuperation system 13 is provided within augmentor tube 42. The purpose of kinetic energy recuperation system 13 is to recuperate the energy from the movement of the gases through augmentor tube 42 for use in other applications. These gases include the combustion gases expelled by the aircraft engine being tested and also the secondary airflow that is simultaneously ejected through augmentor tube 42.
Figures 1 and 2 more particularly show that kinetic energy recuperation system 13 comprises a wind turbine 57 having two sets of rotatable vanes 60 - although it is understood that wind turbine 57 could include one or any suitable number of sets of rotatable vanes. Turbine 57 is mounted to augmentor tube 42 and is connected to an energy producing device in the form of alternator/generator 63 that is also mounted to augmentor tube 42. The energy produced in alternator/generator 63 is transferred through suitable wires (not shown) to a suitable power consumption area. Turbine 57 may include vanes 60 that have a variable pitch that is either auto-adjusting by means of an automatic controller (not shown) as a result of the gas flow rate through turbine 57 or that is adjusted by a worker.
Downstream of turbine 57, the diameter of augmentor tube 42 increases at 58 to avoid gas reflux back towards and into turbine 57 or towards and out through augmentor tube inlet 45 into test cell chamber 19. According to the present invention, it is envisioned that this augmentation of the diameter of the augmentor tube will be even greater than in prior art devices wherein no wind turbine is installed. This additional increase in the diameter of augmentor tube 42 exists to further avoid gas reflux in augmentor tube 42 that may result from the installation of wind turbine 57.
A gas flow control device in the form of a variable pitch stator 66 is mounted to augmentor tube 42 upstream of turbine 57. Stator 66 comprises a number of static blades 69 through which gases may circulate. Blades 69 may be inclined at a desired pitch to control the gas debit flow rate through stator 66 and towards turbine 57. The stator pitch determination may be accomplished automatically by means of an automatic controller (not shown) as a result of the gas flow rate through stator 66 or by a worker.
As noted above and as known in the art, augmentor tube 42 also acts as an ejector pump for ambient air due to the high-velocity combustion gases that are expelled through inlet 45. Augmentor tube 42 has a reduction in diameter near its inlet 45 at 72 that contributes to create the pumping effect. The ejector pump generates a mostly laminar secondary airflow around the aircraft engine being tested. This secondary airflow will mix with the combustion gases being expelled by the aircraft engine to reduce the temperature of the hot combustion gases.
In use, engine 16 will be operated within test cell 10 to test its parameters under different conditions. Outside, ambient air will be pulled into test cell chamber 19 and will be fed towards and around engine 16 as known in the art. Engine 16 will eject combustion gases at high velocity through its outlet nozzle 48 into augmentor tube 42. Simultaneously, a secondary cooling airflow comprised of ambient air circulating around engine 16 will also be funneled into augmentor tube 42 to partly cool the hot combustion gases expelled by engine 16. The combined outlet gas flow that comprises the secondary airflow and the engine combustion gases will flow through augmentor tube 42 towards exhaust system 39 to be exhausted outside of test cell 10.
When passing through augmentor tube 42, this combined outlet gas flow will pass through stator 66 and turbine 57 to force turbine 57 in rotation. The rotational movement of turbine 57 will result in energy production by means of the mechanical movement being transformed to generate electricity at alternator/generator 63 in a manner known in the art of electricity generation.
Since test cell 10 is used to test engines having different power outputs under different conditions and at different power demands, the combined outlet gas flow through augmentor tube 42 and turbine 57 will vary significantly from one engine test to another. To allow the turbine to be used in optimum operating conditions, the pitches of the turbine vanes 60 and of the stator blades 69 may be selectively adjusted to a desired value. The more the turbine vanes 60 are rotated to be perpendicular to the incoming gas flow, the more the turbine rotation speed will be important for a given incoming gas flow speed; and the more the stator blades 69 are rotated to block the area upstream of wind turbine 57, the more restriction to the debit flow rate of incoming gas flow will exist.
Figure 3 is a schematic side elevation, partly in cross-section, of an aircraft engine test cell 80 with a kinetic energy recuperation system 83 according to a second embodiment of the present invention in which an aircraft engine 86 having an output shaft is installed for testing. The engine's propeller is removed within test cell 80. A water dynamometer 89 is operatively linked to the aircraft engine output shaft to simulate the resistance of a propeller, as known in the art. Aircraft engine 86 may be a turbo-shaft or a turbo-prop aircraft engine. The kinetic energy recuperation system 83 in the embodiment of figure 3 may be identical or very similar to the one shown in the embodiments of figures 1 and 2, although some operational and design parameters may vary depending on the actual gas flow through the augmentor tube 92 and according to the augmentor tube geometry, which will be determined as a result of engine parameters.
Although a wind turbine 57 has been depicted and described as the kinetic energy recuperation system 13 of the present invention, any other suitable known kinetic energy recuperation system may be used within the scope of the present invention. This more specifically includes any system having a first component capable of being put in motion by the displacement of the combustion gases and air being exhausted through the augmentor tube; and a second component capable of generating energy from the motion of the first component. A wind turbine is, of course, one such very well-known first component of a kinetic energy recuperation system.
It is noted that the energy recuperated need not be transformed into electricity; it could also be used otherwise. For example, heat could be generated by the kinetic energy recuperation system of the present invention, this heat being used in any suitable fashion such as for heating the building in which the test cell is installed and the hot water used within that building.
The present invention also relates to a method of recuperating kinetic energy from gases in a test cell for testing aircraft engines that comprises the steps of: o providing a kinetic energy recuperation system in the augmentor tube; o installing and operating an aircraft engine on the test cell test stand; o feeding air into the test cell chamber;
o funnelling combustion gases generated by the aircraft engine and air from the test cell chamber through the augmentor tube; and
o recuperating kinetic energy form the combustion gases and air flowing in the augmentor tube with the kinetic energy recuperation system.
In addition to kinetic energy recuperation, the present invention also aims to recuperate thermal energy dissipated through the testing of the aircraft engine.
Figure 4 shows a test cell 100 according to another embodiment of the invention equipped with a thermal energy recuperation system 102. Test cell 100 could include the kinetic energy recuperation system described in the embodiments of figures 1-3 although it is not shown in figure 4.
Test cell 100 is similar to test cell 10 as shown in figure 3 and comprises a test cell chamber 101 having a peripheral wall 102 with an air intake opening 103. Test cell 100 is used for testing a turbo-shaft or turbo-prop aircraft engine 104 from which the combustion gases and air from a secondary airflow will be recuperated through an augmentor tube 105. As shown in figures 4 and 5, a water dynamometer 106 of known construction is operatively linked to the front output shaft 107 of aircraft engine 104. Installing a water dynamometer is known in the art (see figure 3 for example), for simulating the resistance of the aircraft engine propeller that is normally installed on the engine in normal operation but removed during testing. Water within dynamometer 106 will be heated when shaft 107 rotates.
According to the present invention, water will be circulated in a first fluid circuit 128 through dynamometer 106 to heat it. More particularly, first fluid circuit 128 comprises a cold water supply pipe 108 that feeds water dynamometer 106 with cold water from a water supply tank 112 and a hot water return pipe 110 that allows water heated within water dynamometer 106 to return towards water supply tank 112. Tank 112 is partitioned with an intermediate wall 114 to delimitate respective cold water and hot water tank portions 116, 118. Intermediate wall 114 in fact extends short of the full height of water supply tank 112 to avoid eventual pressure differentials between the cold and hot water sides of first fluid circuit 128. Cold and hot water will mix insignificantly in supply tank 112, i.e. water will essentially remain cold in cold water portion 116 and hot in hot water portion 118. Cold water supply pipe 108 has a cold water inlet 120 within cold water tank portion 116 and hot water return pipe 110 has a hot water outlet 122 within hot water tank portion 118.
Water supply tank 112 is operatively linked to a heat energy recovery system 124 (schematically shown in figure 4) that may be installed externally of the test cell chamber area. Heat energy recovery system 124 comprises a heat exchanger 126 wherein first fluid circuit 128 is in thermal communication with a second fluid circuit 130 to allow heat exchange between first and second fluids circulating therein whereby the first fluid heats the second fluid. In the present case, the first fluid circuit circulates first fluid in the form of hot water from the hot water tank portion 118 into heat exchanger 126 and back into the cold water tank portion 116 after energy transfer to the second fluid. A hot water inlet 132 is provided in hot water tank portion 118 and a cold water outlet 134 is provided in cold water tank portion 116 to allow this circulation.
The second fluid is heated by the first fluid as noted above. The second fluid preferably evaporates in heat exchanger 126 as a result of the heat exchange with the first fluid. The second fluid may be any suitable fluid such as an organic fluid. Heat energy recovery system 124 further comprises an expander 136 linked to a generator 138, for generating electricity from the energy released within expander 136. The low pressure gaseous state second fluid then flows into a condenser 140 where it is condensed in liquid state before being conveyed into a receiver tank 142 from where it will be circulated back towards heat exchanger 126. A pump 144 circulates the second fluid in second fluid circuit 130.
Other equipment necessary to the proper operation of the water dynamometer 106 and the water circulating thereto and therefrom; of the water supply tank 112; and of the first and second fluid circuits 128, 130 will be installed and used as will be obvious to someone skilled in the art. This additional equipment may include pumps, valves, controls and the like (not shown).
In use, water dynamometer 106 will heat water as a result of the rotation of the aircraft engine output shaft 107. Water heated by the water dynamometer 106 will be conveyed to and accumulate in the hot water tank portion 118 of water supply tank 112 to in turn be circulated through heat exchanger 126 where it will transfer heat to the second fluid that circulates in second fluid circuit 130. The thusly heated second fluid will be used to generate electricity at expander/generator 136, 138 and consequently the thermal energy is recuperated from the heated water in water dynamometer 106. Electricity generated at generator 138 may be conveyed for use in the power grid in any desired fashion. While the first fluid is often mentioned as being water within the present specification, it is understood that another suitable alternate first fluid could also be used.
As for the second fluid, any suitable fluid may also be used. Preferably, favorable thermal interaction between the first and second fluids will be considered when selecting the first and second fluids. In one embodiment, with water being used as the first fluid, an organic fluid will be used as the second fluid that has a high molecular mass with a liquid-vapor phase change occurring at a lower temperature than the water-steam phase change. This way, liquid phase water circulating in the first fluid circuit 128 may be used to evaporate the organic fluid in the second fluid circuit 130 to obtain a more efficient energy transfer. Figure 6 shows an alternate embodiment of the invention which is similar to the embodiment of figures 4-5, except that the second fluid that flows through second fluid circuit 230 out of a first heat exchanger 232 (similar to the heat exchanger 126 of the embodiment of figure 4) will be directed into a second heat exchanger 234. This second heat exchanger 234 is located within an exhaust pipe 236 that forms part of augmentor tube 238. The second fluid exiting second heat exchanger 234 is conveyed to expander 242. At second heat exchanger 234, the second fluid will be additionally heated through thermal conduction by the combined augmentor tube gas flow that comprises the secondary airflow and the engine combustion gases that flows through augmentor tube 238 to be exhausted outside of test cell 240. The second fluid may change phase from liquid to gaseous either in the first or second heat exchanger 232, 234, depending on design choices. If it changes to gaseous state in the first heat exchanger 232, the gaseous state second fluid will then be overheated within the second heat exchanger 234 before it is conveyed to the expander 242.
Figure 7 shows another alternate embodiment of the invention which is similar to the embodiment of figure 6, except that the second heat exchanger 300 is part of the first fluid circuit 302 instead of being part of the second fluid circuit 304. In this embodiment, it is the water (first fluid) that will be additionally heated in the second heat exchanger 300 by the augmentor tube gases as it flows out of water supply tank 306. Water will be thusly heated before it is circulated through first heat exchanger 308. One advantageous aspect of this embodiment is that the first fluid may be heated to a greater value before it transfers energy to the second fluid.
The present invention also relates to a method of recuperating energy in a test cell for testing aircraft engines that comprises the steps of: o installing and operating an aircraft engine on the test cell test stand; o providing a resistance within the test cell chamber connected to an output shaft of the aircraft engine. Although this resistance has been shown as being a water dynamometer in figures 4-7, other alternate resistances could also be envisioned;
o providing an energy recuperation system connected to the resistance; and
o recuperating energy generated by the resistance. According to the present invention, a significant portion of the kinetic and thermal energy generated by the aircraft engine and that would otherwise be lost can be recuperated by the kinetic energy recuperation system and by the thermal energy recuperation system.
In alternate embodiments (not shown), heat energy recovery system 124 could comprise other ways of recovering energy from the heat circulated in the first fluid circuit. For example, the heat could be used without being transformed into electricity, but rather in heat exchange procedures to heat the building the test cell is installed in and the hot water being used therein.
In yet other alternate embodiments (now shown), a resistance other than a water dynamometer is linked to the engine output shaft and an energy recuperation system is coupled to the resistance for recuperating energy therefrom. For example, the resistance could be an electric dynamometer coupled to an electricity generator.
In any event, it is understood that for all embodiments described hereinabove, the energy recuperation system (both kinetic and thermal) could be adapted to test cells capable of testing any specific type of aircraft engine, and not just one specific type of aircraft engine. So although some embodiments are illustrated and described in association with the testing of a specific type of aircraft engine, the energy recuperation system of the present invention is not so limited.

Claims

I CLAIM:
1. A test cell for testing aircraft engines comprising:
• a test cell chamber comprising an air intake opening for allowing air to be fed into said test cell chamber;
• an aircraft engine test stand mounted within said test cell chamber for installation thereon of an aircraft engine to be tested;
• an augmentor tube having a tube inlet in said test cell chamber for recuperating combustion gases generated by the aircraft engine and air within said test cell chamber, and a tube outlet;
• an exhaust opening for allowing combustion gases generated by the aircraft engine and air to be exhausted from said test cell chamber, with said augmentor tube outlet being connected to said exhaust opening; and
• a kinetic energy recuperation system; wherein said kinetic energy recuperation system is installed in said augmentor tube for recuperating kinetic energy form the gases flowing in said augmentor tube.
2. A test cell for testing aircraft engines as defined in claim 1, wherein said kinetic energy recuperation system comprises a wind turbine mounted within said augmentor tube and an energy producing device connected to said wind turbine.
3. A test cell for testing aircraft engines as defined in claim 2, wherein said energy producing device comprises an electricity generator connected to said wind turbine.
4. A test cell for testing aircraft engines as defined in claim 2, wherein said wind turbine comprises rotating blades that have a variable pitch.
5. A test cell for testing aircraft engines as defined in claim 2, further comprising a gas flow control device mounted within said augmentor tube upstream of said wind turbine for controlling the gas flow within said augmentor tube to said wind turbine.
6. A test cell for testing aircraft engines as defined in claim 5, wherein said gas flow control device comprises gas flow control blades attached to said augmentor tube that are fixed in rotation and that have a variable pitch.
7. A test cell for testing aircraft engines as defined in claim 2, wherein the cross-sectional area of said augmentor tube increases downstream of said wind turbine for avoiding backflow of gases and air towards said wind turbine.
8. A method of recuperating kinetic energy from gases in a test cell for testing aircraft engines, the test cell comprising:
• a test cell chamber comprising an air intake opening;
• an aircraft engine test stand mounted within said test cell chamber;
• an augmentor tube having a tube inlet in said test cell chamber and a tube outlet; and
• an exhaust opening for allowing combustion gases generated by the aircraft engine and air to be exhausted from said test cell chamber, with said augmentor tube outlet being connected to said exhaust opening;
said method comprising the steps of:
o providing a kinetic energy recuperation system in said augmentor tube; o installing and operating an aircraft engine on the test stand;
o feeding air into the test cell chamber;
o funnelling combustion gases generated by the aircraft engine and air from said test cell chamber through said augmentor tube; and o recuperating kinetic energy form the combustion gases and air flowing in said augmentor tube with said kinetic energy recuperation system.
9. A method as defined in claim 8, wherein the step of providing said kinetic energy recuperation system in said augmentor tube comprises providing a wind turbine mounted within said augmentor tube and an energy producing device connected to said wind turbine.
10. A method as defined in claim 9, wherein the step of providing an energy producing device connected to said wind turbine comprises providing an electricity generator connected to said wind turbine, and the step of recuperating kinetic energy with said kinetic energy recuperation system comprises generating electricity with said electricity generator.
11. A method as defined in claim 10, wherein said wind turbine comprises rotating blades that have a variable pitch and said method comprises the step of selectively varying the pitch of said rotating blades.
12. A method as defined in claim 9, wherein said test cell further comprises a gas flow control device mounted within said augmentor tube upstream of said wind turbine and said method further comprises controlling the gas flow within said augmentor tube to said wind turbine with said gas flow control device.
13. A method as defined in claim 12, wherein said gas flow control device comprises gas flow control blades attached to said augmentor tube that are fixed in rotation and that have a variable pitch and the step of controlling the gas flow within said augmentor tube to said wind turbine comprises varying the pitch of said gas flow control blades.
14. A method as defined in claim 9, further comprising the step of allowing the combustion gases and air exiting said wind turbine to flow into a cross-sectionally enlarged section of said augmentor tube downstream of said wind turbine for avoiding backflow of gases and air towards said wind turbine.
15. A test cell for testing aircraft engines comprising:
• a test cell chamber comprising an air intake opening for allowing air to be fed into said test cell chamber;
• an aircraft engine test stand mounted within said test cell chamber for installation thereon of an aircraft engine to be tested;
• an augmentor tube having a tube inlet in said test cell chamber for recuperating combustion gases generated by the aircraft engine and air within said test cell chamber, and a tube outlet; • an exhaust opening for allowing combustion gases generated by the aircraft engine and air to be exhausted from said test cell chamber, with said augmentor tube outlet being connected to said exhaust opening;
• a resistance installed within said test cell chamber for connexion to an output shaft of the aircraft engine; and
• an energy recuperation system connected to said resistance for recuperating energy generated by said resistance.
16. A test cell for testing aircraft engines as defined in claim 15, wherein said resistance comprises a dynamometer.
17. A test cell for testing aircraft engines as defined in claim 16, wherein said dynamometer is a fluid dynamometer that contains a first fluid and said energy recuperation system is a thermal energy recuperation system and comprises a first fluid circuit wherein said first fluid circulates and from which thermal energy is recuperated.
18. A test cell for testing aircraft engines as defined in claim 17, wherein said thermal energy recuperation system comprises a generator capable of recuperating energy from the heated first fluid and generating electricity.
19. A test cell for testing aircraft engines as defined in claim 18, wherein said thermal energy recuperation system comprises a second fluid circuit in heat exchange connection with said first fluid circuit to allow heat from said first fluid to be transferred to a second fluid circulating within said second fluid circuit, with said generator located in said second fluid circuit for recuperating the energy from said second fluid that is in heat exchange with the first fluid.
20. A test cell for testing aircraft engines as defined in claim 19, wherein said fluid dynamometer is a water dynamometer and said first fluid is water.
21. A test cell for testing aircraft engines as defined in claim 20, wherein said second fluid is an organic fluid with a liquid-vapor phase change occurring at a lower temperature than liquid water/steam phase change.
22. A test cell for testing aircraft engines as defined in claim 17, wherein said first fluid circuit extends within one of said augmentor tube and said exhaust opening upstream of said generator for transferring heat from the combustion gases to said first fluid before energy from the heated first fluid is recuperated by said generator.
23. A test cell for testing aircraft engines as defined in claim 19, wherein said second fluid circuit extends within one of said augmentor tube and said exhaust opening upstream of said generator for transferring heat at least from the combustion gases to said second fluid before energy from the heated second fluid is recuperated by said generator.
24. A method of recuperating energy in a test cell for testing aircraft engines, the test cell comprising:
• a test cell chamber comprising an air intake opening;
• an aircraft engine test stand mounted within said test cell chamber;
• an augmentor tube having a tube inlet in said test cell chamber and a tube outlet; and
• an exhaust opening for allowing combustion gases generated by the aircraft engine and air to be exhausted from said test cell chamber, with said augmentor tube outlet being connected to said exhaust opening;
said method comprising the steps of:
o installing and operating an aircraft engine on the test stand;
o providing a resistance within said test cell chamber connected to an output shaft of the aircraft engine;
o providing an energy recuperation system connected to said resistance; and
o recuperating energy generated by said resistance with said energy recuperation system.
25. A method as defined in claim 24, wherein the step of providing a resistance comprises providing a fluid dynamometer containing a first fluid, the step of providing an energy recuperation system comprises providing a thermal energy recuperation system that comprises a first fluid circuit wherein said first fluid circulates, and the step of recuperating energy generated by said resistance comprises recuperating thermal energy from said first fluid.
26. A method as defined in claim 25, wherein the step of providing said thermal energy recuperation system comprises providing a generator and the step of recuperating thermal energy from said first fluid comprises said generator recuperating energy from the heated first fluid and transforming it into electricity.
27. A method as defined in claim 26, wherein the step of providing said thermal energy recuperation system comprises the step of providing a second fluid circuit in heat exchange connection with said first fluid circuit to allow heat from said first fluid to be transferred to a second fluid circulating within said second fluid circuit, the step of providing said generator comprises providing said generator in said second fluid circuit and the step of said generator recuperating energy from the heated first fluid comprises said generator recuperating energy from the heated second fluid that is in heat exchange with said first fluid.
28. A method as defined in claim 25, wherein said fluid dynamometer is a water dynamometer and said first fluid is water.
29. A method as defined in claim 27, wherein said second fluid is an organic fluid with a liquid-vapor phase change occurring at a lower temperature than liquid water/steam phase change.
30. A method as defined in claim 25, wherein said first fluid circuit is in thermal exchange contact with the combustion gases that are recuperated by said augmentor tube for transferring heat from the combustion gases to said first fluid before energy from the heated first fluid is recuperated.
31. A method as defined in claim 26, wherein said first fluid circuit is in thermal exchange contact with the combustion gases that are recuperated by said augmentor tube upstream of said generator for transferring heat from the combustion gases to said first fluid before energy from the heated first fluid is recuperated by said generator.
32. A method as defined in claim 27, wherein said second fluid circuit is in thermal exchange contact with the combustion gases that are recuperated by said augmentor tube upstream of said generator for transferring heat at least from the combustion gases to said second fluid before the energy from the heated second fluid is recuperated by said generator.
PCT/CA2012/000582 2011-06-15 2012-06-13 Aircraft engine test cell comprising an energy recuperation system and method of recuperating energy from the aircraft engine WO2012171105A1 (en)

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EP3021102A1 (en) 2014-11-17 2016-05-18 Techspace Aero S.A. Test bench for an axial turbine engine with a vertical-axis wind turbine
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CN114160214A (en) * 2021-11-10 2022-03-11 中国空气动力研究与发展中心空天技术研究所 Unmanned aerial vehicle extreme environment simulation laboratory
CN114160214B (en) * 2021-11-10 2023-10-27 中国空气动力研究与发展中心空天技术研究所 Unmanned aerial vehicle extreme environment simulation laboratory
RU2796730C1 (en) * 2022-12-19 2023-05-29 федеральное государственное автономное образовательное учреждение высшего образования "Пермский национальный исследовательский политехнический университет" Stand for testing gas turbine units of gas-compressor units of main gas pipelines

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