Variable cycle engine duct experiment system and experiment method

Abstract

The invention relates to the technical field of aero-engines, and particularly provides a variable cycle engine duct experiment system and experiment method. A variable cycle engine duct experiment system comprises: a first combined experiment member comprising a main flow valve and a shunt ring; the second combined experiment piece comprises a first outer culvert, a second outer culvert and an ejector; the inlet of the variable capacitor second external culvert experiment piece is connected with the external culvert outlet of the shunt ring, and the outlet is connected with the second external culvert; an inlet of the first gas collection tank is communicated with an inner culvert outlet of the shunting ring; the bypass ratio adjusting valve is used for adjusting the bypass ratio at the shunting ring; an inlet of the second gas collection tank is connected with an outlet of the first gas collection tank through an inner culvert pressurization simulator, and an outlet is communicated with the first outer culvert; an inlet of the variable capacitor confluence duct experiment piece is communicated with the second outer duct; and the outer culvert throttle valve is connected with an outlet of the variable capacitor confluence culvert experiment piece. According to the technical scheme, engine duct experiments in multiple modes can be achieved, and the experiment efficiency is improved.

Description

Technical Field

[0001] This application relates to the field of aero-engine technology, and in particular to a variable cycle engine bypass duct experimental system and experimental method. Background Technology

[0002] Variable cycle engines can broaden the engine's operating envelope and adapt to performance requirements under different mission conditions, making them an ideal power plant for next-generation wide-range aircraft. Variable cycle engines often employ a multi-duct structure, and their compression system aerodynamic layout is more complex and has more adjustment mechanisms than that of conventional engine compression systems. The aerodynamic coupling between ducts is very strong, posing a severe challenge to the aerodynamic design and testing of the ducts.

[0003] Existing duct test systems can only conduct experiments in a single mode, resulting in low experimental efficiency. Summary of the Invention

[0004] This application is made in view of the above-mentioned problems. This application provides a variable cycle engine duct test system and test method.

[0005] In a first aspect, embodiments of this application provide a variable cycle engine bypass duct experimental system, including:

[0006] The first experimental assembly includes a main flow valve and a flow divider ring. The main flow valve is used to control the airflow distribution ratio between the inner outlet and the outer outlet of the flow divider ring.

[0007] The second combined experimental component includes a first outer duct, a second outer duct, and an ejector. The ejector is disposed between the first outer duct and the second outer duct and is used to adjust the airflow ejection ratio between the first outer duct and the second outer duct.

[0008] The second outer duct test piece of the variable container has its inlet connected to the outlet of the outer duct of the diversion ring, and its outlet connected to the second outer duct.

[0009] The first gas collection box has its inlet connected to the inner outlet of the diversion ring;

[0010] A bypass ratio regulating valve is used to adjust the bypass ratio at the flow splitter ring;

[0011] The second gas collection box has its inlet connected to the inlet of the first gas collection box via an internal pressure boosting simulator, and its outlet connected to the first external duct.

[0012] The variable container culvert experimental prototype has its inlet connected to the second outer culvert.

[0013] The outer culvert throttle valve is connected to the outlet of the variable container culvert test piece.

[0014] Furthermore, according to the variable cycle engine duct test system of the first aspect of the present application, the second combined test component further includes a first duct guide.

[0015] Furthermore, according to the variable cycle engine duct test system of the first aspect of the present application, the second combined test component further includes a first outer duct intake angle adjustment replacement section.

[0016] Furthermore, according to the variable cycle engine duct test system of the first aspect of the present application, the second combined test component further includes an ejector control mechanism.

[0017] Furthermore, according to the variable cycle engine duct test system of the first aspect of the present application, the first gas collection box is provided with an exhaust valve.

[0018] Furthermore, according to the variable cycle engine duct test system of the first aspect of the embodiments of this application, the variable container second outer duct test piece or the variable container duct test piece includes:

[0019] Basic channel section;

[0020] In addition, at least two cavity modules, the at least two cavity modules including cavity modules of at least different volume levels or cavity modules with different linear profiles.

[0021] Furthermore, according to the variable cycle engine duct test system of the first aspect of the present application, a cavity module interface is provided at the upper or lower part of the basic channel section, and each cavity module is detachably connected to each cavity module interface.

[0022] Furthermore, according to the variable cycle engine duct test system of the first aspect of the embodiments of this application, the cavity module interface is a locking bolt interface or a sliding groove snap-fit ​​interface.

[0023] Furthermore, according to the variable cycle engine duct test system of the first aspect of the present application, the cavity module is provided with multiple pressure sampling ports.

[0024] Secondly, embodiments of this application provide a method for testing a variable cycle engine duct, applied to any of the variable cycle engine duct testing systems described in the first aspect, the method comprising:

[0025] In the independent experimental mode of the first combination of experimental components, the ejector valve is closed to allow the outer bypass airflow to be discharged directly through the outer bypass duct, and the back pressure and exhaust flow rate are controlled by the outer bypass throttle valve.

[0026] In the independent experimental mode of the second combined experimental piece, the circumferential deflection angle simulates the change of the air outlet direction of the guide, closes the inner cavity of the diversion ring, and makes the airflow all discharged through the outer cavity. The bypass ratio adjustment valve is fully opened, and the inner cavity pressurization simulator is started to realize the adjustment of the airflow and pressure ratio of the first outer cavity. The ejector flow under different inner cavity pressure ratios is simulated by adjusting the ejector opening.

[0027] In the integrated experimental mode, the duct ratio at the split ring is adjusted by the duct ratio regulating valve, the flow rate and pressure ratio of the first duct are adjusted by adjusting the internal booster simulator, the opening and closing of the second duct is achieved by adjusting the main flow valve, the ejector state is adjusted by adjusting the ejector, and the exhaust back pressure state of the duct is adjusted by adjusting the duct throttle valve.

[0028] As will be described in detail below, the variable cycle engine duct test system and method according to the embodiments of this application can realize variable cycle engine duct tests in multiple modes, and can complete the multi-adjustment mechanism coupling and dynamic response simulation of duct airflow splitting and merging processes, thereby improving experimental efficiency.

[0029] It should be understood that both the foregoing general description and the following detailed description are exemplary and intended to provide further illustration of the claimed technology. Attached Figure Description

[0030] The above and other objects, features, and advantages of this application will become more apparent from the more detailed description of the embodiments of this application in conjunction with the accompanying drawings. The accompanying drawings are used to provide a further understanding of the embodiments of this application and form part of the specification. They are used together with the embodiments of this application to explain this application and do not constitute a limitation thereof. In the accompanying drawings, the same reference numerals generally represent the same components or steps.

[0031] Figure 1 This is a schematic diagram of a variable cycle engine duct test system according to an embodiment of this application.

[0032] Figure 2 This is a partially enlarged schematic diagram of the second combined experimental component in the variable cycle engine duct test system according to an embodiment of this application.

[0033] Figure 3 This is a flowchart of the experimental method for a variable cycle engine bypass duct according to an embodiment of this application. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of this application more apparent, exemplary embodiments according to this application will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are merely some embodiments of this application, and not all embodiments of this application. It should be understood that this application is not limited to the exemplary embodiments described herein.

[0035] See Figure 1 and Figure 2 A variable cycle engine bypass duct experimental system, comprising:

[0036] The first experimental assembly 1 includes a main stream valve 101 (MSV) and a flow divider ring 102. The main stream valve 101 is used to control the airflow distribution ratio between the inner outlet and the outer outlet of the flow divider ring 102.

[0037] The second combined experimental component 2 includes a first outer duct 201, a second outer duct 202 and an ejector 203. The ejector 203 is disposed between the first outer duct 201 and the second outer duct 202. The ejector 203 is used to adjust the airflow ejection ratio between the first outer duct 201 and the second outer duct 202.

[0038] The inlet of the second outer duct test piece 3 of the variable container is connected to the outlet of the outer duct of the diversion ring 102, and the outlet is connected to the second outer duct 202.

[0039] The inlet of the first gas collection box 4 is connected to the outlet of the inner core of the diversion ring 102;

[0040] The bypass ratio regulating valve 5 is used to regulate the bypass ratio at the flow splitter ring 102; the bypass ratio regulating valve 5 can be installed at the first air collection box 4.

[0041] The inlet of the second gas collection box 6 is connected to the outlet of the first gas collection box 4 through the internal pressure boosting simulator 7, and the outlet is connected to the first outer duct 201.

[0042] The variable container culvert test piece 8 has its inlet connected to the second outer culvert 202;

[0043] The outer culvert throttle valve 9 is connected to the outlet of the variable container culvert test piece 8.

[0044] The variable cycle engine duct test system of this application embodiment can realize variable cycle engine duct tests in multiple modes, and can complete the coupling of multiple adjustment mechanisms and dynamic response simulation of duct airflow splitting and merging processes, thereby improving experimental efficiency and reducing experimental cycle. Specific experimental procedures can be found in the following method embodiments.

[0045] The variable cycle engine duct test system connects to the wind tunnel outlet on the left side, employing a blow-up air supply mode. The variable area duct ejector is horizontally controlled by an electric displacement mechanism. The inner cavity test piece is connected to the first gas collection box via a hose. The first and second gas collection boxes are connected via a high-pressure centrifugal compressor, i.e., via an inner cavity pressurization simulator. The first gas collection box is equipped with an exhaust valve, which is controlled by a solenoid valve, enabling the adjustment of inner cavity pressure and flow rate during the confluence experiment. The inner cavity pressurization simulator uses GRB820 high-pressure head vortex centrifugal fans in parallel to supply air and achieve the adjustment of the inner and outer duct pressure ratio. This scheme ensures high stability and repeatability, providing a stable high-pressure air source for the first outer duct of the ejector test piece, and supporting comparative tests under different pressure ratio conditions.

[0046] In one embodiment, the second combined experimental component 2 further includes a first bypass guide. The guide can change the direction and distribution of the bypass airflow, making it more uniform when it enters the ejector or downstream.

[0047] In one embodiment, the second combined experimental component 2 further includes a first bypass intake angle adjustment replacement section 204. The setting of the first bypass intake angle adjustment replacement section facilitates the simulation of different intake angle conditions and improves the adaptability and flexibility of the experimental device to multiple flight states.

[0048] In one embodiment, the second combined experimental component 2 further includes an ejector control mechanism 205. This enables precise control of the ejector at different opening degrees, thereby allowing the study of the influence of the ejector ratio on the duct performance.

[0049] In one embodiment, the first gas collection box 4 is equipped with an exhaust valve. This facilitates flexible adjustment of internal pressure and flow rate during the confluence experiment, enhancing experimental safety and reliability.

[0050] In one embodiment, the second outer ductile test piece 3 of the variable container includes:

[0051] Basic channel section;

[0052] In addition, at least two cavity modules, the at least two cavity modules including cavity modules of at least different volume levels or cavity modules with different contour lines.

[0053] The duct cavity structure adopts a modular design, consisting of a basic channel section and replaceable cavity modules. This allows for flexible adjustment of the cavity geometry and volume without affecting the dominant flow path, improving the versatility and adaptability of the experimental setup. It also facilitates rapid configuration switching under different experimental conditions, enhancing the system's scalability. The dominant flow section uses a rectangular or approximately rounded rectangular channel, forming the basic framework of the mainstream airflow channel. This structure ensures the stability of the mainstream airflow path and is compatible with the combined installation of upper and lower cavity modules. Simultaneously, the upper and lower sections of the channel feature detachable cavity module interfaces. These modules offer different volume levels (e.g., small, medium, large) and contour shapes (smooth, expanding, contracting), allowing users to quickly replace modules of different shapes to control the mainstream flow field. Furthermore, multiple pressure sampling ports are arranged on the inner surface of the cavity for easy placement of aerodynamic measurement points. When high flow stability is required, smooth guide ribs can be installed inside the cavity to optimize the flow field structure, reduce the separation zone, and enhance experimental repeatability and reliability.

[0054] The variable cycle engine duct test system in this application embodiment can adjust the loss magnitude of the variable container second duct test piece, realize the variable cavity test of the duct, and achieve precise control of the duct loss characteristics by adjusting the volume of the cavity module, effectively replicating the flow characteristics under the real engine working environment.

[0055] In one example, a movable cavity sealing plate structure is provided at the upper or lower part of the cavity. The sealing plate is connected to a stepper motor drive mechanism via a guide rail system. The stepper motor performs precise displacement according to a control signal, driving the sealing plate to move vertically up and down, thereby changing the effective height and volume of the cavity and achieving continuously adjustable cavity volume adjustment. A soft-seal interface is used between the sealing plate and the channel structure to ensure airtightness and aerodynamic integrity, while preventing air leakage or interference with the main structure. This structure can be adjusted in real time during the experiment and is suitable for simulating the dynamic cavity response characteristics during engine operation, such as changes in the equivalent volume of the aerodynamic cavity due to local separation blockage, changes in engine operating state, or changes in aerodynamic parameters. Its combination with the cavity module allows the system of this application to be suitable for rapid setup before experiments and continuous adjustment during experiments.

[0056] For example, a cavity module interface is provided at the upper or lower part of the basic channel segment, and each cavity module is detachably connected to each cavity module interface.

[0057] For example, the cavity module interface is a locking bolt interface or a sliding snap-fit ​​interface.

[0058] The cavity module interface employs quick-release interfaces such as quick-locking bolts or sliding snap-fit ​​structures, allowing for rapid replacement of modular components with different internal cavity profiles without affecting the main channel structure. Modular components include structures with different curvatures and volume configurations (such as bulge-type, gradually expanding, and compression-type cavity modules) to meet experimental requirements under different equivalent cavity volume states. This approach is suitable for setting up experimental configurations before switching between typical experimental conditions (e.g., large cavity with low pressure loss, small cavity with high-velocity flow).

[0059] For example, the cavity module is provided with multiple pressure sampling ports.

[0060] In one embodiment, the variable container busbar test piece 8 includes:

[0061] Basic channel section;

[0062] In addition, at least two cavity modules, the at least two cavity modules including cavity modules of at least different volume levels or cavity modules with different contour lines.

[0063] It can realize the simulation of the cavity effect of the culvert and the flexible control of the culvert loss.

[0064] For example, a cavity module interface is provided at the upper or lower part of the basic channel segment, and each cavity module is detachably connected to each cavity module interface.

[0065] For example, the cavity module interface is a locking bolt interface or a sliding snap-fit ​​interface.

[0066] For example, the cavity module is provided with multiple pressure sampling ports.

[0067] See Figure 3 A method for experimental design of a variable cycle engine bypass duct, the method comprising:

[0068] In S301, under the independent experimental mode of the first combined experimental component, the ejector valve is closed, allowing the ducted airflow to exit directly through the duct. The back pressure and exhaust flow rate are controlled by the ducted airflow throttle valve. By precisely controlling the back pressure and exhaust flow rate through the ducted airflow throttle valve, stable boundary conditions are obtained, facilitating the study of the flow characteristics under the action of the duct alone.

[0069] S302, in the independent experimental mode of the second combined experimental piece, the circumferential deflection angle simulates the change of the guide gas outlet direction, closes the inner cavity of the diversion ring, so that the airflow is discharged through the outer cavity, the bypass ratio adjustment valve is fully opened, and the inner cavity pressurization simulator is started to realize the adjustment of the first outer cavity airflow flow rate and pressure ratio, and the ejector flow under different inner cavity pressure ratios is simulated by adjusting the ejector opening.

[0070] S303, in the integrated combined experimental mode, the duct ratio at the split ring is adjusted by the duct ratio regulating valve, the flow rate and pressure ratio of the first duct are adjusted by adjusting the internal booster simulator, the opening and closing of the second duct is achieved by adjusting the main flow valve, the ejector state is adjusted by adjusting the ejector, and the exhaust back pressure state of the duct is adjusted by adjusting the duct throttle valve.

[0071] The variable cycle engine duct test system of this application embodiment can realize variable cycle engine duct tests in the above-mentioned multiple modes, and can complete the multi-adjustment mechanism coupling and dynamic response simulation of duct airflow splitting and merging processes, thereby improving experimental efficiency and reducing experimental cycle.

[0072] In one embodiment, in a real engine environment, the duct adjustment mechanism is centrally symmetrical with an annular cross-section. In actual testing, to simplify the test setup, the annular duct is simplified to a rectangle, and aerodynamic parameters along the centerline are used to evaluate the duct's aerodynamic performance. An aspect ratio of 2.2 is set to minimize simplification error and maximize accuracy.

[0073] The basic principles of this application have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this application are merely examples and not limitations, and should not be considered as essential features of each embodiment of this application. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the application to the necessity of employing the aforementioned specific details for implementation.

[0074] The block diagrams of devices, apparatuses, devices, and systems involved in this application are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0075] Additionally, as used herein, the “or” used in a list of items beginning with “at least one” indicates a separate list, such that a list of, for example, “at least one of A, B, or C” means A or B or C, or AB or AC or BC, or ABC (i.e., A and B and C). Furthermore, the word “exemplary” does not imply that the described example is preferred or better than other examples.

[0076] It should also be noted that in the system and method of this application, the components or steps can be decomposed and / or recombined. These decompositions and / or recombinations should be considered as equivalent solutions of this application.

[0077] Various changes, substitutions, and modifications can be made to the technology described herein without departing from the teachings defined by the appended claims. Furthermore, the scope of the claims is not limited to the specific aspects of the processes, machines, manufactures, events, means, methods, and actions described above. Currently existing or later-developed processes, machines, manufactures, events, means, methods, or actions that perform substantially the same function or achieve substantially the same result as the corresponding aspects described herein can be utilized. Therefore, the appended claims include such processes, machines, manufactures, events, means, methods, or actions within their scope.

[0078] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of this application. Therefore, this application is not intended to be limited to the aspects shown herein, but rather to be accorded the widest scope consistent with the principles and novel features disclosed herein.

[0079] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations thereof.

Claims

1. A variable cycle engine bypass duct test system, characterized in that, include: The first experimental assembly includes a main flow valve and a flow divider ring. The main flow valve is used to control the airflow distribution ratio between the inner outlet and the outer outlet of the flow divider ring. The second combined experimental component includes a first outer duct, a second outer duct, and an ejector. The ejector is disposed between the first outer duct and the second outer duct and is used to adjust the airflow ejection ratio between the first outer duct and the second outer duct. The second outer duct test piece of the variable container has its inlet connected to the outlet of the outer duct of the diversion ring, and its outlet connected to the second outer duct. The first gas collection box has its inlet connected to the inner outlet of the diversion ring; A bypass ratio regulating valve is used to adjust the bypass ratio at the flow splitter ring; The second gas collection box has its inlet connected to the outlet of the first gas collection box via an internal pressure boosting simulator, and its outlet connected to the first external duct. The variable container culvert experimental prototype has its inlet connected to the second outer culvert. The outer culvert throttle valve is connected to the outlet of the variable container culvert test piece.

2. The variable cycle engine bypass duct test system according to claim 1, characterized in that, The second combined experimental component also includes a first outer guide.

3. The variable cycle engine bypass duct test system according to claim 1, characterized in that, The second combined experimental component also includes a first bypass intake angle adjustment replacement section.

4. The variable cycle engine bypass duct test system according to claim 1, characterized in that, The second combined experimental device also includes an ejector control mechanism.

5. The variable cycle engine bypass duct test system according to claim 1, characterized in that, The first gas collection box is equipped with an exhaust valve.

6. The variable cycle engine bypass duct test system according to claim 1, characterized in that, The variable container second outer culvert test piece or variable container duct test piece includes: Basic channel section; In addition, at least two cavity modules, the at least two cavity modules including cavity modules of at least different volume levels or cavity modules with different linear profiles.

7. The variable cycle engine bypass duct test system according to claim 6, characterized in that, The upper or lower part of the basic channel section is provided with a cavity module interface, and each cavity module is detachably connected to each cavity module interface.

8. The variable cycle engine bypass duct test system according to claim 7, characterized in that, The cavity module interface is a locking bolt interface or a sliding groove buckle interface.

9. The variable cycle engine bypass duct test system according to claim 6, characterized in that, The cavity module is equipped with multiple pressure sampling ports.

10. A method for testing the bypass duct of a variable cycle engine, characterized in that, The method, applied to the variable cycle engine bypass test system according to any one of claims 1 to 8, comprises: In the independent experimental mode of the first combination of experimental components, the ejector valve is closed to allow the outer bypass airflow to be discharged directly through the outer bypass duct, and the back pressure and exhaust flow rate are controlled by the outer bypass throttle valve. In the independent experimental mode of the second combined experimental piece, the circumferential deflection angle simulates the change of the air outlet direction of the guide, closes the inner cavity of the diversion ring, and makes the airflow all discharged through the outer cavity. The bypass ratio adjustment valve is fully opened, and the inner cavity pressurization simulator is started to realize the adjustment of the airflow and pressure ratio of the first outer cavity. The ejector flow under different inner cavity pressure ratios is simulated by adjusting the ejector opening. In the integrated experimental mode, the duct ratio at the split ring is adjusted by the duct ratio regulating valve, the flow rate and pressure ratio of the first duct are adjusted by adjusting the internal booster simulator, the opening and closing of the second duct is achieved by adjusting the main flow valve, the ejector state is adjusted by adjusting the ejector, and the exhaust back pressure state of the duct is adjusted by adjusting the duct throttle valve.

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