Aero-engine multi-oil-path igniter ignition test device

Abstract

The application discloses an aero-engine multi-oil-path igniter ignition test device, which can realize the output of any one of single-component fuel, double-component fuel and multi-component fuel from a multi-oil-path fuel supply system to an igniter by controlling the flow of each fuel output by the multi-oil-path fuel supply system to control the fuel mixing ratio, can simulate the ignition test of single fuel, double-component fuel or even multi-component fuel, and greatly improves the ignition test efficiency without manually replacing the fuel when the ignition performance of different fuel igniters needs to be tested, and the ratio of mixed fuel can be adjusted according to actual needs, and the adjustment is very convenient. In addition, low-temperature air cooled by a refrigeration system can be provided to the igniter for ignition test, and can also cool the fuel provided by the multi-oil-path fuel supply system, so that a fuel cooling system does not need to be separately arranged, and the system structure is simplified.

Description

Technical Field

[0001] This invention relates to the field of aero-engine ignition testing technology, and in particular, to an ignition testing device for a multi-oil-path igniter of an aero-engine. Background Technology

[0002] In the aerospace field, the power source of engines primarily relies on the high-speed airflow generated by the combustion of jet fuel to produce thrust. For example, in liquid oxygen-kerosene engines used in aerospace engines, the jet fuel is mainly aviation kerosene. my country has developed and produced six types of jet fuel, with grades such as RP-1, RP-2, RP-3, RP-5, and RP-6. Different grades of aviation kerosene have different performance characteristics to meet the requirements of different applications. Typically, each aircraft type selects only one specific fuel. For example, RP-3 is suitable for army aviation fighter jets, transport aircraft, helicopters, and civil aircraft engines; RP-5 is suitable for carrier-based aircraft engines; and RP-6 is suitable for hypersonic aircraft engines. With the development of modern jet aero engines, the performance of a single fuel cannot fully meet the requirements of aircraft flight performance, such as dual-purpose aero engines for both army aviation and carrier-based flights. Therefore, the development of aero engines that can use dual-component or even multi-component fuels is of great research value.

[0003] Before assembling igniters for different engine models, their ignition performance must be tested to ensure it meets the engine's ignition requirements. Traditional ignition testing devices, such as the indirect ignition testing device for aero-engines described in patent CN105866584A, only involve a single fuel circuit in their ignition performance tests. If the test requires ignition performance testing of igniters using different fuels, manual fuel replacement is necessary, significantly impacting the efficiency of the ignition test. Summary of the Invention

[0004] This invention provides an ignition test device for multi-fuel-path igniters of aero-engines, which solves the technical problem that traditional ignition test devices can only test a single type of fuel when conducting ignition tests.

[0005] According to one aspect of the present invention, an ignition test apparatus for a multi-fuel-path igniter of an aircraft engine is provided, comprising:

[0006] An ignition test stand is used to install the igniter to be tested and conduct ignition tests.

[0007] A multi-fuel supply system is used to supply the igniter with any one of single-component fuel, dual-component fuel, and multi-component fuel.

[0008] An air supply system is used to provide compressed air;

[0009] A refrigeration system for cooling compressed air provided by the air supply system and providing low-temperature air required for ignition test to the igniter and cooling fuel provided by the multi-oil supply system;

[0010] A negative feedback and control system for collecting working parameters during ignition test and performing negative feedback control and controlling the fuel mixture ratio by controlling the flow rate of each fuel output by the multi-oil supply system to control the multi-oil supply system to output any one of single-component fuel, double-component fuel and multi-component fuel.

[0011] Further, the multi-oil supply system comprises an air inlet valve connected with a compressed air source, an air filter for fuel connected with the air inlet valve and a pressure control valve, and at least two fuel pump stations connected with the pressure control valve, wherein each fuel pump station is provided with a closed container for storing different types of fuel, and compressed air is introduced into the closed container to pressurize and output the fuel.

[0012] Further, the multi-oil supply system comprises a first fuel pump station and a second fuel pump station with the same structure, wherein the first fuel pump station comprises a throttle valve, a pressure reducing valve, an electromagnetic pressure reducing valve, a fuel storage tank, a fuel tank, a fuel filter and an electromagnetic control valve, the throttle valve is connected with the pressure control valve and the pressure reducing valve, the electromagnetic pressure reducing valve is connected with the pressure reducing valve and the air inlet of the fuel storage tank, the air inlet of the fuel tank is connected with the air outlet of the fuel storage tank, the fuel filter and the electromagnetic control valve are sequentially arranged on the output pipeline of the fuel tank, the throttle valve is used to control the air inlet flow rate of the fuel pump station and buffer the air pressure, the pressure reducing valve is used to keep the air pressure stable, the electromagnetic pressure reducing valve is used to control the air pressure at a pressure level required for outputting fuel, the fuel storage tank keeps the pressure in the fuel storage tank stable through a safety valve, the fuel filter is used to filter the fuel output by the fuel tank after pressurization, and the electromagnetic control valve is used to adjust the fuel flow rate output by the fuel tank.

[0013] Further, a flow sensor for detecting the fuel output flow rate is arranged on the output pipeline of the fuel tank, the flow sensor and the electromagnetic control valve are connected with the negative feedback and control system, and the negative feedback and control system is further used to control the working state of the electromagnetic control valve according to the detection result of the flow sensor to realize negative feedback control and adjustment of the fuel flow rate.

[0014] Further, a pressure sensor for monitoring the pressure in the oil tank is arranged on the oil tank, and the pressure sensor and the throttle valve are connected with the negative feedback and control system, and the negative feedback and control system is further used for controlling the working state of the throttle valve according to the monitoring result of the pressure sensor, so that the pressure in the oil tank is kept stable.

[0015] Further, an electric hydraulic sensor for detecting the fuel level in the oil tank is arranged on the oil tank, and the electric hydraulic sensor and the electromagnetic control valve are connected with the negative feedback and control system, and the negative feedback and control system is further used for issuing an alarm and controlling the electromagnetic control valve to be turned off when the electric hydraulic sensor detects that the fuel in the oil tank is insufficient.

[0016] Further, a visual flow meter for visually monitoring the oil level in the oil tank is arranged on the oil tank.

[0017] Further, the air supply system comprises an air supply tank, an air compressor, an air filter and a dryer, the air supply tank is used for storing compressed air, the air compressor is used for pressurizing and outputting the compressed air stored in the air supply tank, the air filter is used for filtering the pressurized and output air, and the dryer is used for drying the air.

[0018] Further, the refrigeration system comprises a cooler and a mixer, and the cooler and the mixer are connected with the air supply system, and an electric regulating valve is arranged on the pipeline connecting the cooler with the air supply system and on the pipeline connecting the mixer with the air supply system, the cooler is used for cooling the air, and the mixer is used for mixing the cooled air with the air not cooled to obtain low-temperature air, and the mixing ratio of the two air flows is controlled by the two electric regulating valves to adjust the required air temperature.

[0019] Further, a double-oil-path fuel cooler for cooling the fuel provided by the multi-oil-path fuel supply system is further included, and the double-oil-path fuel cooler is connected with the refrigeration system, the igniter and the ejector of the ignition test bench respectively, at least two coolers are arranged in the double-oil-path fuel cooler, and the at least two coolers are used for cooling at least two fuel paths output by the multi-oil-path fuel supply system and then delivering the cooled fuel to the igniter, and the air after cooling the fuel is output to the ejector of the ignition test bench, so as to generate an auxiliary pressure difference and exhaust waste gas.

[0020] The present application has the following effects:

[0021] The aero-engine multi-oil-path igniter ignition test device of the application can control the flow of each fuel output by the multi-oil-path fuel supply system to control the fuel mixing ratio, can output any one of single-component fuel, double-component fuel and multi-component fuel to the igniter, can simulate the ignition test of single fuel, double-component fuel or even multi-component fuel, and can greatly improve the efficiency of the ignition test without manually replacing the fuel when the ignition performance of different fuel igniters needs to be tested, and can adjust the ratio of the mixed fuel according to actual needs, and the adjustment is very convenient. In addition, the low-temperature air cooled by the refrigeration system can be used for ignition test of the igniter, and can also cool the fuel provided by the multi-oil-path fuel supply system, so that a separate fuel cooling system is not needed, and the system structure is simplified.

[0022] In addition to the objects, features, and advantages described above, the application has other objects, features, and advantages. The application will be further described below with reference to the drawings. BRIEF DESCRIPTION OF DRAWINGS

[0023] The accompanying drawings, which form a part of this application, are included to provide a further understanding of the application, illustrate preferred embodiments of the application, and assist in the explanation of the application. In the drawings:

[0024] Figure 1 is a structural schematic view of the aero-engine multi-oil-path igniter ignition test device of the preferred embodiment of the application.

[0025] Figure 2 is a structural schematic view of the multi-oil-path fuel supply system of the preferred embodiment of the application.

[0026] BRIEF DESCRIPTION OF DRAWINGS

[0027] 1, ignition test bench; 2, multi-oil-path fuel supply system; 3, air supply system; 4, refrigeration system; 5, negative feedback and control system; 6, double-oil-path fuel cooler; 7, CCD camera; 11, observation window; 21, air inlet valve; 22, air filter for fuel; 23, pressure control valve; 24, pressure gauge; 25, first fuel pump station; 26, second fuel pump station; 251, throttle valve; 252, pressure reducing valve; 253, electromagnetic pressure reducing valve; 254, air tank for fuel; 255, oil tank; 256, oil filter; 257, flow sensor; 258, electromagnetic control valve; 2541, safety valve; 259, pressure sensor; 260, electric hydraulic sensor; 261, visual flow meter; 31, air tank for air supply; 32, air compressor; 33, air filter for air supply; 34, dryer; 41, cooler; 42, mixer; 61, cooler. DETAILED DESCRIPTION

[0028] The embodiments of the present application are described in detail below with reference to the accompanying drawings, but the present application can be implemented in various different ways as defined and covered by the following description.

[0029] As shown in the preferred embodiment of the present application provides an aero-engine multi-oil ignition device ignition test device, comprising: Figure 1

[0030] Ignition test bench 1, for installing the ignition to be tested for ignition test;

[0031] Multi-oil supply system 2, for providing any one of single-component fuel, double-component fuel and multi-component fuel to the ignition;

[0032] Air supply system 3, for providing compressed air;

[0033] Refrigeration system 4, for cooling the compressed air provided by the air supply system 3 and providing the ignition with low-temperature air required for ignition test and cooling the fuel provided by the multi-oil supply system 2;

[0034] Negative feedback and control system 5, for collecting the working parameters during ignition test and negative feedback control, and controlling the fuel mixing ratio by controlling the flow of each fuel output by the multi-oil supply system 2, so that the multi-oil supply system 2 outputs any one of single-component fuel, double-component fuel and multi-component fuel.

[0035] It can be understood that the aero-engine multi-oil ignition device ignition test device of the embodiment can output any one of single-component fuel, double-component fuel and multi-component fuel to the ignition by controlling the flow of each fuel output by the multi-oil supply system 2 to control the fuel mixing ratio, which can simulate the ignition test of single fuel, double-component fuel or even multi-component fuel. When the ignition performance of different fuel ignitions needs to be tested, there is no need to manually replace the fuel, which greatly improves the efficiency of the ignition test, and the proportion of the mixed fuel can be adjusted according to the actual needs, and the adjustment is very convenient. In addition, the low-temperature air after cooling by the refrigeration system 4 can be provided to the ignition for ignition test, and can also cool the fuel provided by the multi-oil supply system 2, so that a separate fuel cooling system is not needed, simplifying the system structure.

[0036] It can be understood that the test section of the ignition test bench 1 is installed with the ignition to be tested, and the test section of the ignition test bench 1 is a full-size combustion chamber or a fan-shaped section formed by a partial combustion chamber, and in addition, the ignition test bench 1 further includes an ejector and an air extractor.

[0037] Specifically, as shown in the preferred embodiment of the present application provides an aero-engine multi-oil ignition device ignition test device, comprising: Figure 2 ​As shown, the multi-oil path fuel supply system 2 comprises an air inlet valve 21 connected with a compressed air source for providing high-pressure air, an air filter 22 connected with the air inlet valve 21 and the pressure control valve 23, the pressure control valve 23 connected with at least two fuel pump stations, each of which is provided with a sealed container for storing different types of fuel and pressurizing the fuel by inputting compressed air into the sealed container. The air inlet valve 21 is used to control the total air flow, the air filter 22 is used to filter the input high-pressure air to remove water and impurities in the air, and the pressure control valve 23 is used to control the total pressure of the compressed air. Optionally, the rear end of the pressure control valve 23 is further provided with a pressure gauge 24 for displaying the total pressure of the compressed air entering the fuel pump station.

[0038] It can be understood that in the ignition test, the fuel working pressure of the ignition test is in the range of 0-0.4 MPa, and the oil pressure change value should not be greater than ±0.005 MPa, so the fuel output pressure regulation accuracy of the multi-oil path fuel supply system 2 is required to be high. The present application uses compressed air to pressurize and deliver the fuel in the sealed container of the fuel pump station, which can realize the adjustable fuel output pressure in the range of 0-0.4 MPa, and the oil pressure change value is not greater than ±0.005 MPa.

[0039] Optionally, the multi-oil path fuel supply system 2 can include two, three, four, five or more fuel pump stations, and the same number of fuel pump stations can be configured according to the type of fuel required for the ignition test, that is, one type of fuel is supplied by one fuel pump station. In the present application, the multi-oil path fuel supply system 2 includes a first fuel pump station 25 and a second fuel pump station 26, and the number of fuel pump stations is not limited, and the structure and oil path working principle of each fuel pump station are the same. In addition, the fuel used in the present application includes but is not limited to RP-1, RP-2, RP-3, RP-4, RP-5 and RP-6.

[0040] The first fuel pump station 25 comprises a throttle valve 251, a pressure reducing valve 252, an electromagnetic pressure reducing valve 253, a fuel gas tank 254, an oil tank 255, an oil filter 256 and an electromagnetic control valve 258. The throttle valve 251 is connected with the pressure control valve 23 and the pressure reducing valve 252 respectively. The electromagnetic pressure reducing valve 253 is connected with the pressure reducing valve 252 and the air inlet of the fuel gas tank 254 respectively. The air inlet of the oil tank 255 is connected with the air outlet of the fuel gas tank 254. The oil filter 256 and the electromagnetic control valve 258 are arranged on the output pipeline of the oil tank 255 in sequence. The throttle valve 251 is used for controlling the air flow entering the fuel pump station and buffering the air pressure. The pressure reducing valve 252 is used for keeping the air pressure stable. The electromagnetic pressure reducing valve 253 is used for controlling the air pressure at a pressure level required by the output fuel. The fuel gas tank 254 keeps the pressure in the fuel gas tank 254 stable through a safety valve 2541. The oil filter 256 is used for filtering the fuel outputted by the oil tank 255 after being pressurized. The electromagnetic control valve 258 is used for adjusting the fuel flow outputted by the oil tank 255.

[0041] It can be understood that the fuel pump station of the present application first buffers the high-pressure air entering through the throttle valve 251, controls the compressed air flow entering the fuel pump station by adjusting the opening of the throttle valve 251, controls the pressure of the compressed air to keep stable through the pressure reducing valve 252, then controls the pressure of the compressed air at a pressure level required by the output fuel through the electromagnetic pressure reducing valve 253, and enters the fuel gas tank 254. The pressure in the fuel gas tank 254 is kept stable through the safety valve 2541 on the fuel gas tank 254. The compressed air enters the sealed oil tank 255 to pressurize the fuel. The pressure fuel is filtered through the oil filter 256 to remove the impurities with a size of 1-5 microns, and then is outputted through the electromagnetic control valve 258. The fuel flow is adjusted by controlling the opening of the electromagnetic control valve 258. The fuel pump station of the present application realizes the stable pressure output of the fuel in the oil tank 255 through a series of valves, which can not only realize the adjustable fuel pressure, but also has high pressure adjustment precision.

[0042] Optionally, a pressure gauge 24 is arranged between the pressure reducing valve 252 and the electromagnetic pressure reducing valve 253, which is used for displaying the stable air pressure. In addition, a pressure gauge 24 is arranged on the fuel gas tank 254, which is used for displaying the pressure in the fuel gas tank 254.

[0043] Optionally, a flow sensor 257 for detecting the fuel output flow is arranged on the output pipeline of the oil tank 255, and the flow sensor 257 and the electromagnetic control valve 258 are connected with the negative feedback and control system 5, and the negative feedback and control system 5 is further used for controlling the working state of the electromagnetic control valve 258 according to the detection result of the flow sensor 257, so as to realize the fuel flow negative feedback control adjustment. It can be understood that the fuel flow negative feedback control adjustment is realized by arranging the flow sensor 257 on the output pipeline of the oil tank 255, the control precision of the fuel pump station output fuel flow is further improved, the mixed ratio of different kinds of fuel is accurately controlled, and the accuracy of the ignition test is improved.

[0044] Optionally, a pressure sensor 259 for monitoring the pressure in the oil tank 255 is arranged on the oil tank 255, and the pressure sensor 259 and the throttle valve 251 are connected with the negative feedback and control system 5, and the negative feedback and control system 5 is further used for controlling the working state of the throttle valve 251 according to the monitoring result of the pressure sensor 259, so that the pressure in the oil tank 255 is kept stable. It can be understood that the pressure negative feedback control adjustment is realized by arranging the pressure sensor 259 to detect the pressure in the oil tank 255, and the control precision of the fuel output pressure is further improved.

[0045] Optionally, an electric hydraulic sensor 260 for detecting the fuel level in the oil tank 255 is arranged on the oil tank 255, and the electric hydraulic sensor 260 and the electromagnetic control valve 258 are connected with the negative feedback and control system 5, and the negative feedback and control system 5 is further used for issuing an alarm and controlling the electromagnetic control valve 258 to be disconnected when the electric hydraulic sensor 260 detects that the fuel in the oil tank 255 is insufficient. It can be understood that the electric hydraulic sensor 260 is arranged to monitor the fuel level in the oil tank 255 in real time, an alarm is issued and fuel output is stopped when the oil amount in the oil tank 255 is insufficient, and an analog signal of 4mA-20mA can be output, so that the oil level in the oil tank 255 can be monitored in real time on the control console of the test device.

[0046] Optionally, a visual flow meter 261 for visually monitoring the oil level in the oil tank 255 is arranged on the oil tank 255, and the visual flow meter 261 realizes visual monitoring through the principle of communicating vessels, so that the oil amount in the oil tank 255 can be checked at any time by the staff, and the oil level monitoring margin of the oil tank 255 is improved.

[0047] It can be understood that the air supply system 3 comprises an air tank 31 for storing compressed air, an air compressor 32 for outputting the compressed air stored in the air tank 31 after pressurization, an air filter 33 for filtering the pressurized output air, and a dryer 34 for drying the air. The compressed air stored in the air tank 31 is further compressed by the air compressor 32 and then delivered to the air filter 33 for filtering treatment, so as to filter out impurities such as lubricating oil and dust in the high-pressure air. Subsequently, the dryer 34 removes the moisture in the high-pressure air, prevents the moisture from entering the igniter to cause abnormality of the starting element, and prevents the moisture from entering the refrigeration system 4 to cause icing and blockage of the air inlet pipeline. The air filter 33 is provided with double-layer filtering of an oil removal filter and a precision filter, thereby improving the filtering effect.

[0048] It can be understood that the refrigeration system 4 comprises a cooler 41 and a mixer 42, both of which are connected with the air supply system 3, and an electric regulating valve is arranged on the pipeline connecting the cooler 41 with the air supply system 3 and on the pipeline connecting the mixer 42 with the air supply system 3. The cooler 41 is used for cooling the air, and the mixer 42 is used for mixing the cooled air with uncooled air to obtain low-temperature air. The mixing ratio of the air flow of the two paths is controlled by the two electric regulating valves to adjust the required air temperature. After the filtered and dried high-pressure air enters the refrigeration system 4, it is divided into two paths. One path directly enters the mixer 42, and the other path enters the cooler 41 for cooling treatment. The cooled air is mixed with the uncooled air in the mixer 42 to form low-temperature high-pressure air. The flow rates of the cooled air and the uncooled air can be controlled by the two electric regulating valves, so as to control the mixing ratio of the two paths of air and further adjust the required air temperature for the ignition test.

[0049] Optionally, the cooler 41 adopts a turbo cooler. The compressed air is outputted after adiabatic expansion in the turbo cooler, the internal energy of the air is reduced, and the temperature is lowered. The degree of temperature drop depends on the inlet-to-outlet expansion ratio of the turbo cooler. The greater the expansion ratio, the greater the temperature drop. The cooling temperature is controlled by controlling the inlet-to-outlet expansion ratio of the turbo cooler. The required air temperature can be adjusted by adjusting the mixing ratio of the two paths of air, and the temperature of the cooled air can be adjusted by the cooler 41, so that the adjustment means is more abundant.

[0050] It can be understood that the electric control valves in the present application are all connected with the negative feedback and control system 5, and the working state of each electric control valve is controlled by the negative feedback and control system 5.

[0051] It can be understood that the aero-engine multi-oil path igniter ignition test device further comprises a double-oil path fuel cooler 6 for cooling the fuel provided by the multi-oil path fuel supply system 2, the double-oil path fuel cooler 6 is connected with the refrigeration system 4, the igniter and the ejector of the ignition test bench 1 respectively, at least two coolers 61 are arranged in the double-oil path fuel cooler 6, for cooling at least two paths of fuel output by the multi-oil path fuel supply system 2 and then delivering the cooled fuel to the igniter, and the air after cooling the fuel is output to the ejector of the ignition test bench 1, for generating an auxiliary pressure difference and discharging exhaust gas. As a preferred, the double-oil path fuel cooler 6 comprises two coolers 61, for cooling two paths of fuel output by the multi-oil path fuel supply system 2 respectively.

[0052] It can be understood that the low-temperature air output by the mixer 42 is divided into two paths, one path of the low-temperature air directly enters the igniter on the ignition test bench 1 through the flowmeter and the electric regulating valve, the feedback regulation of the low-temperature air flow required by the ignition test can be realized through the flowmeter and the electric regulating valve, the air flow of the ignition test can be accurately regulated, the other path of the low-temperature air enters the double-oil path fuel cooler 6 through the electric regulating valve, exchanges heat with at least two paths of fuel output by the multi-oil path fuel supply system 2, cools the fuel, and then delivers the at least two paths of cooled fuel to the igniter, and the air after heat exchange is not directly discharged into the atmosphere, but is output to the ejector of the ignition test bench 1, so that an auxiliary pressure difference can be generated, which is beneficial to quickly adjusting the difference between the inlet total pressure and the static pressure at the outlet of the ejector to the target pressure difference value, improves the test efficiency, and the exhaust gas in the ejector can also be quickly discharged.

[0053] It can be understood that the negative feedback and control system 5 also includes an observation system, which adopts a connected CCD camera 7 and an imaging system, the CCD camera 7 is arranged at the observation window 11 of the ignition test bench 1, and is used for observing the intensity and color of the flame at different times when the igniter is ignited. In addition, the negative feedback and control system 5 also includes a measurement system, which can collect a series of working parameters during the ignition test, such as temperature parameters, pressure parameters, flow parameters, fuel mixing ratios and the like. For example, the measurement system can measure the working gas flow temperature, the inlet gas temperature, the near-point temperature / distance-point temperature of the ignition tester, the fuel temperature and the atmospheric temperature, and perform feedback control through the negative feedback and control system 5. For example, the inlet gas temperature and the fuel temperature can be automatically maintained before the ignition test, and the system is locked and maintained until the end of the test after the test starts. In addition, the measurement system can also measure the working gas flow total pressure, the inlet gas total pressure, the inlet gas static pressure, the outlet static pressure, the fuel pressure and the atmospheric pressure, and can control and adjust the inlet total pressure and the inlet and outlet pressure difference through the negative feedback and control system 5, so as to simulate the gas flow rate and flow under different working conditions of the engine. The inlet total pressure and the inlet and outlet pressure difference can be automatically maintained stable before the ignition test, and the system should be locked and maintained until the end of the test after the test starts. It can be understood that the negative feedback and control system 5 controls various working parameters during the ignition test, such as the inlet gas temperature, the inlet gas total pressure, the fuel temperature, the fuel pressure, the fuel mixing ratio, the inlet and outlet pressure difference and the like, by controlling the opening degree of various electric control valves. The near-point temperature and the distance-point temperature at each moment during ignition can be recorded in real time, the near-point temperature curve and the distance-point temperature curve can be automatically generated, and the highest temperature value can be automatically given. At the same time, the oil pressure, the oil temperature, the inlet gas total pressure, the inlet and outlet pressure difference and the working gas flow environment and other parameters of the test are given on the curve. The color and shape of the flame during the ignition process can also be recorded in real time during the ignition test.

[0054] It can be understood that, before the ignition test is prepared, the fuel pressure is adjusted to the target pressure P*. The test device is started, the test parameters and the fuel mixing ratio are set, the test device cools the air of a certain flow and the fuel of a certain amount reaching the target mixing ratio δ to the target temperature T1, adjusts the inlet gas total pressure to the target pressure Pt1, and adjusts the pressure difference ΔP between the inlet total pressure and the ejector outlet static pressure. The low-temperature gas and the fuel cooled to T1 are introduced into the test piece through the test section simulating the working state of the igniter. When the test piece reaches a stable test state, the ignition test is performed by electrifying the ignition coil of the igniter. The ignition performance of the ignition tester under a certain test state is judged by observing and measuring the flame shape, the flame intensity and the near-point and distance-point temperatures of the igniter outlet at different test stages. The ignition performance of the igniter under different fuel ratios can be judged by the ignition performance simulation test of the igniter with multiple oil paths, so as to ensure the ignition performance of the igniter under the multiple oil path working state of the engine.

[0055] The above description is only the preferred embodiment of the present application, and is not intended to limit the present application. The present application can have various changes and modifications for those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. An ignition test device for a multi-oil-path igniter of an aero-engine, characterized in that, include: Ignition test bench (1), used to install the igniter to be tested for ignition testing; A multi-fuel supply system (2) is used to supply the igniter with any one of single-component fuel, dual-component fuel, and multi-component fuel; Air supply system (3), used to provide compressed air; The refrigeration system (4) is used to cool the compressed air provided by the air supply system (3), and to provide the igniter with the low-temperature air required for the ignition test and to cool the fuel provided by the multi-oil supply system (2). The negative feedback and control system (5) is used to collect the working parameters during the ignition test and perform negative feedback control. It controls the fuel mixing ratio by controlling the flow rate of each fuel type output by the multi-fuel supply system (2), so that the multi-fuel supply system (2) outputs any one of single-component fuel, dual-component fuel and multi-component fuel. The multi-line fuel supply system (2) includes an intake valve (21), a fuel air filter (22), a pressure control valve (23), and at least two fuel pump stations. The intake valve (21) is connected to a compressed air source. The fuel air filter (22) is connected to the intake valve (21) and the pressure control valve (23) respectively. The pressure control valve (23) is connected to at least two fuel pump stations. Each of the at least two fuel pump stations is equipped with a sealed container for storing different types of fuel. The fuel is pressurized and output by introducing compressed air into the sealed container. It also includes a dual-line fuel cooler (6) for cooling the fuel supplied by the multi-line fuel supply system (2). The dual-line fuel cooler (6) is connected to the refrigeration system (4), the igniter, and the ejector of the ignition test bench (1). The dual-line fuel cooler (6) is provided with at least two coolers (61) for cooling at least two fuels output from the multi-line fuel supply system (2) and then delivering them to the igniter. The air after cooling the fuel is output to the ejector of the ignition test bench (1) to generate auxiliary pressure differential and exhaust gas.

2. The ignition test apparatus for a multi-oil-path igniter of an aero-engine as described in claim 1, characterized in that, The multi-line fuel supply system (2) includes a first fuel pump station (25) and a second fuel pump station (26) with identical structures. The first fuel pump station (25) includes a throttle valve (251), a pressure reducing valve (252), an electromagnetic pressure reducing valve (253), a fuel storage tank (254), a fuel tank (255), a fuel filter (256), and an electromagnetic control valve (258). The throttle valve (251) is connected to the pressure control valve (23) and the pressure reducing valve (252) respectively. The electromagnetic pressure reducing valve (253) is connected to the pressure reducing valve (252) and the air inlet of the fuel storage tank (254) respectively. The air inlet of the fuel tank (255) is connected to the air outlet of the fuel storage tank (254). The fuel filter... The device (256) and the solenoid control valve (258) are sequentially installed on the output pipeline of the oil tank (255). The throttle valve (251) is used to control the intake air flow into the fuel pump station and buffer the air pressure. The pressure reducing valve (252) is used to control the air pressure to remain stable. The solenoid pressure reducing valve (253) is used to control the air pressure at the pressure level required for outputting fuel. The fuel storage tank (254) maintains the pressure inside the fuel storage tank (254) through the safety valve (2541). The oil filter (256) is used to filter the fuel output after the oil tank (255) is pressurized. The solenoid control valve (258) is used to adjust the fuel flow rate output from the oil tank (255).

3. The ignition test device for a multi-oil-path igniter of an aero-engine as described in claim 2, characterized in that, The oil tank (255) is also equipped with a flow sensor (257) for detecting fuel output flow on the output pipeline. The flow sensor (257) and the electromagnetic control valve (258) are both connected to the negative feedback and control system (5). The negative feedback and control system (5) is also used to control the working state of the electromagnetic control valve (258) according to the detection result of the flow sensor (257) to realize fuel flow negative feedback control regulation.

4. The ignition test device for a multi-oil-path igniter of an aero-engine as described in claim 2, characterized in that, The oil tank (255) is also equipped with a pressure sensor (259) for monitoring the pressure inside the oil tank (255). The pressure sensor (259) and the throttle valve (251) are both connected to the negative feedback and control system (5). The negative feedback and control system (5) is also used to control the working state of the throttle valve (251) according to the monitoring result of the pressure sensor (259), so that the pressure inside the oil tank (255) remains stable.

5. The ignition test device for a multi-oil-path igniter of an aero-engine as described in claim 2, characterized in that, The oil tank (255) is also equipped with an electro-hydraulic sensor (260) for detecting the fuel level in the oil tank (255). The electro-hydraulic sensor (260) and the electromagnetic control valve (258) are both connected to the negative feedback and control system (5). The negative feedback and control system (5) is also used to issue an alarm and control the electromagnetic control valve (258) to disconnect when the electro-hydraulic sensor (260) detects that the fuel in the oil tank (255) is insufficient.

6. The ignition test apparatus for a multi-oil-path igniter of an aero-engine as described in claim 2, characterized in that, The oil tank (255) is also equipped with a visual flow meter (261) for visually monitoring the oil level inside the oil tank (255).

7. The ignition test apparatus for a multi-oil-path igniter of an aero-engine as described in claim 1, characterized in that, The air supply system (3) includes an air storage tank (31), an air compressor (32), an air filter (33), and a dryer (34). The air storage tank (31) is used to store compressed air. The air compressor (32) is used to pressurize the compressed air stored in the air storage tank (31) and output it. The air filter (33) is used to filter the pressurized air output. The dryer (34) is used to dry the air.

8. The ignition test apparatus for a multi-oil-path igniter of an aero-engine as described in claim 1, characterized in that, The refrigeration system (4) includes a cooler (41) and a mixer (42). Both the cooler (41) and the mixer (42) are connected to the air supply system (3). Electric regulating valves are installed on the pipes connecting the cooler (41) to the air supply system (3) and on the pipes connecting the mixer (42) to the air supply system (3). The cooler (41) is used to cool the air, and the mixer (42) is used to mix the cooled air with the uncooled air to obtain low-temperature air. The required air temperature is adjusted by controlling the mixing ratio of the two air flow rates through the two electric regulating valves.

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