Aircraft engine intake total pressure distortion test system

Abstract

The present invention relates to an aircraft engine intake total pressure distortion test system, which belongs to the field of aircraft engine aerodynamic stability ground and high-altitude test technology. The distortion test system of the present invention includes: an aircraft engine, a total pressure measurement conversion section connected to the aircraft engine inlet, a multi-segment flow tube connected to the other end of the total pressure measurement conversion section and connected to a movable frame via a flow tube support frame, a plug valve movably connected to the bottom of the multi-segment flow tube using a soft connection component, a support stand arranged below the multi-segment flow tube and the plug valve, a flow basin installed at one end of the multi-segment flow tube away from the aircraft engine inlet, a displacement sensor for measuring the position and insertion depth of the plug valve, and a screw slide module. The present invention has the characteristics of convenient operation, good sealing, and high accuracy. It can solve the technical problems of existing plug-in type intake distortion generating devices, such as poor sealing, large error in plug-in insertion depth, inaccurate distortion index and turbulence, and inaccurate thrust measurement.

Description

Technical Field

[0001] The invention belongs to the technical field of ground and high-altitude testing of aero-engine aerodynamic stability, and in particular relates to an aero-engine intake total pressure distortion testing system. Background Art

[0002] When evaluating the compatibility of an aircraft engine with its air inlet, the most critical aspect is the assessment of the engine's aerodynamic stability. Currently, there is no comprehensive and practical theoretical method for stability analysis, and engine stability can only be assessed through testing. To study aerodynamic stability, a variety of pressure distortion devices are currently available, including simulation nets, free jet simulators, simulation boards, spoilers, lip devices, and random frequency generators.

[0003] Currently, grid pressure distortion generators and plug-in plate distortion generators are commonly used. Grid pressure distortion generators are expensive, complex, large in size and weight, and difficult to design, manufacture, and adjust. The plug-in plate distortion generator is a steady-state, dynamic total pressure distortion simulation device with advantages such as good versatility, simple operation, a wide range of disturbances, and high test efficiency.

[0004] Based on the aforementioned plug-in valve distortion generator, current plug-in valve-type intake distortion generators used in distortion testing still suffer from poor sealing and large errors in the insertion depth of the plug-in valve, resulting in inaccurate distortion index and turbulence. Furthermore, the rigid connection between the inlet duct, the plug-in valve, and the engine inlet hinders engine thrust and causes inaccurate thrust measurements. Therefore, developing an aircraft engine intake total pressure distortion test system with excellent sealing and high measurement accuracy is key to solving these problems. Summary of the Invention

[0005] In response to the shortcomings in the relevant technologies, the present invention provides an aircraft engine intake total pressure distortion test system with the characteristics of convenient operation, good sealing, and high accuracy. It can solve the technical problems of the existing plug-in plate type intake distortion generating device, such as poor sealing and large error in the insertion depth of the plug-in plate, resulting in inaccurate distortion index and turbulence, and inaccurate thrust measurement.

[0006] The present invention provides an aircraft engine intake total pressure distortion test system, comprising:

[0007] The aircraft engine is fixedly installed on the upper movable frame.

[0008] Total pressure measurement conversion section, one end of which is connected to the aircraft engine inlet,

[0009] The multi-section flow tube is connected to the other end of the total pressure measurement conversion section and connected to the dynamic frame through the flow tube support frame to form the aircraft engine intake duct.

[0010] An axial gap is set between the gate valve and the multi-section flow tube, and a soft connection component is used to flexibly connect the multi-section flow tube below.

[0011] The support stand is set under the multi-section flow tube and the gate valve to support and fix the multi-section flow tube and the gate valve.

[0012] The flow basin is installed at the end of the multi-section flow pipe away from the aircraft engine inlet.

[0013] The displacement sensor is fixed on the support frame and is used to measure the position of the gate valve, and

[0014] The screw slide module is fixed on the support frame and is used to adjust the insertion depth of the gate valve.

[0015] In some embodiments, the total pressure measurement conversion section includes:

[0016] The flow pipe section has one end connected to the aircraft engine inlet flange by bolts, and the other end connected to the multi-section flow pipe flange.

[0017] The dynamic pressure sensor assembly consists of a dynamic pressure sensor and a support seat, and is evenly arranged along the circumference of the flow pipe section to measure the dynamic total pressure.

[0018] The steady-state pressure sensor assembly consists of a steady-state pressure sensor and a support seat, which is arranged at intervals with the dynamic pressure sensor assembly and is used to measure the steady-state total pressure, and

[0019] A sealing gasket is provided between the dynamic pressure sensor assembly and the flow pipe section and between the steady-state pressure sensor assembly and the flow pipe section;

[0020] Among them, 6 dynamic pressure sensor assemblies and 6 steady-state pressure sensor assemblies are set.

[0021] In some embodiments, the gate valve comprises:

[0022] front housing,

[0023] The rear housing is symmetrically arranged with the front housing, and a gap is provided between the two.

[0024] The base is provided below the front shell and the rear shell, and is used to support the bottom of the front shell and the bottom of the rear shell.

[0025] The insert plate is arranged in the gap between the front shell and the rear shell, and

[0026] The valve stem has one end connected to the bottom of the plug plate and the other end connected to the base, and is used to drive the plug plate to move up and down and adjust the insertion depth of the plug plate;

[0027] Among them, a side sealing gasket is installed at the connection between the rear shell and the front shell, a sealing gasket is installed at the bottom of the base, and a dust ring and a bottom sealing ring are installed at the connection between the valve stem and the base. The dust ring is a J-type dust ring and the sealing ring is a QY-type sealing ring;

[0028] The center of the gate valve is located at a position 3 times the diameter from the inlet section of the aircraft engine and 2 times the diameter from the connection between the air inlet duct for measuring air flow and the inlet connecting duct.

[0029] In some embodiments, the base is a hollow bracket welded from stainless steel, the plug-in board is arranged at the hollow position of the base, and the plug-in board is spaced 0.2 mm from the front and rear shells to ensure contactless movement of the plug-in board.

[0030] In some embodiments, a displacement sensor is used to measure the valve stem position and the insertion depth of the plug plate and send a signal, and its measurement range is 0-380 mm, the temperature range is -55°C-105°C, and the measurement accuracy is 0.1 μm;

[0031] The insertion depth of the plugboard is controlled by pulse displacement, and the displacement sensor feedback signal is used. The PID algorithm is applied to locate the insertion depth of the plugboard, and the positioning accuracy is ≤0.03mm;

[0032] The maximum insertion depth of the insert is half the diameter of the aircraft engine inlet section.

[0033] In some embodiments, the screw slide module consists of a slider, a motor and a ball screw assembly, with a design load of ≤300kg, a design torque of 300N·m, a maximum stroke of 700mm, and a positioning accuracy of ≤0.03mm, wherein the motor is selected from a servo motor or a stepper motor.

[0034] In some of the embodiments, a host computer is further included that is in communication with the displacement sensor, and is used to input and display the valve stem position information collected by the displacement sensor, and a fast rewind button is provided.

[0035] Some of the embodiments further include a controller and an acquisition component for controlling the motor and acquiring signals from the displacement sensor.

[0036] In some embodiments, the soft connection assembly consists of a soft connection piece and a clamp, the gate valve is movably connected to the bottom of the multi-section flow tube through the soft connection piece and fixed with a clamp; the axial clearance between the gate valve and the multi-section flow tube is 3-5mm.

[0037] In some embodiments, the support frame comprises:

[0038] The upper frame is used to support the gate valve and is equipped with two sets of clamp assemblies for fixing the multi-section flow tube.

[0039] The lower frame is a hollow frame structure, which is movably connected to the lower part of the upper frame, and rollers and foot cups are installed at the bottom.

[0040] The module fixing frame is fixed to the hollow part of the lower frame and is used to support the screw slide module and displacement sensor.

[0041] The slider track assembly consists of a slider and a track. The slider is fixed to the bottom of the upper frame, and the track is fixed to the lower frame to achieve left and right movement of the upper frame, adjust the left and right alignment of the gate valve, multi-section flow pipe and flow basin axis with the aircraft engine axis, and

[0042] The ball screw assembly consists of a ball screw, supporting bearings, fixed bearings, a handwheel, and a movable nut. The supporting bearings and fixed bearings are fixed to the lower frame, and the movable nut is fixed to the upper frame via a connecting plate. By rotating the handwheel, the upper frame is moved left and right via the slider track assembly to adjust the left and right alignment of the gate valve, multi-section flow pipe, and flow basin axis with the aircraft engine axis.

[0043] Among them, the clamp assembly consists of a clamp, a threaded lifting shaft and a bottom support, which is used to fix and support the multi-section flow tube and flow basin. By rotating the threaded lifting shaft, the axis of the multi-section flow tube and flow basin is adjusted to be aligned with the axis of the aircraft engine up and down.

[0044] Compared with the prior art, the advantages and beneficial effects of the present invention are:

[0045] 1. The aircraft engine intake total pressure distortion test system proposed in the present invention uses this device to conduct a distortion test. When the aircraft engine generates thrust and moves forward, the total pressure measurement adapter section and the multi-section flow tube move forward together. An axial gap is provided between the multi-section flow tube and the gate valve, and they are connected using a flexible connection assembly. This allows the aircraft engine to move forward freely without interference, ensuring the accuracy of thrust measurement. This solves the technical problem of inaccurate thrust measurement caused by the rigid connection between the intake duct, gate valve, and engine inlet in conventional gate-type intake distortion generating devices, which hinders engine thrust.

[0046] 2. The aircraft engine intake total pressure distortion test system proposed by the present invention uses side gaskets, sealing gaskets, dust rings, and sealing rings to fully seal the gate valve, eliminating leakage. In particular, the axial seal uses a combination of a J-type dust ring and a QY-type sealing ring, which not only ensures the sealing of the valve stem but also reduces the friction of the valve stem movement, thus ensuring the accuracy of the distortion index and turbulence measurement.

[0047] 3. The aircraft engine intake total pressure distortion test system proposed by the present invention uses a high-precision displacement sensor (with an accuracy of 0.1 μm) to measure the valve stem position and the insertion depth of the plug-in plate. The plug-in plate insertion depth is determined using feedback signals from the high-precision displacement sensor and a PID algorithm is applied to determine the insertion depth of the plug-in plate, significantly reducing the insertion depth error and improving the accuracy of the distortion index and turbulence.

[0048] 4. The aircraft engine intake total pressure distortion test system proposed by the present invention has the characteristics of convenient operation, good sealing and high accuracy. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0050] Figure 1 This is a schematic diagram of the overall structure of an embodiment of an aircraft engine intake total pressure distortion test system of the present invention;

[0051] Figure 2 A cross-sectional view of a total pressure measurement conversion section in one embodiment of an aircraft engine intake total pressure distortion test system of the present invention;

[0052] Figure 3 This is a front view of a gate valve in one embodiment of an aircraft engine intake total pressure distortion test system of the present invention;

[0053] Figure 4 A cross-sectional view of a gate valve in one embodiment of an aircraft engine intake total pressure distortion test system according to the present invention;

[0054] Figure 5 The figure is a schematic structural diagram of a support stand in one embodiment of an aero-engine intake total pressure distortion test system according to the present invention.

[0055] In the above figures:

[0056] 1. Aircraft engine; 2. Total pressure measurement conversion section; 3. Multi-section flow tube; 4. Gate valve; 5. Support stand; 6. Flow basin; 7. Displacement sensor; 8. Screw slide module; 9. Moving frame; 10. Flow tube support frame; 11. Flexible connection assembly; 12. Host computer; 13. Controller and acquisition assembly; 14. Sealing gasket;

[0057] 21. Flow pipe section; 22. Dynamic pressure sensor assembly; 23. Steady-state pressure sensor assembly;

[0058] 41. Front housing; 42. Rear housing; 43. Base; 44. Insert plate; 45. Valve stem; 46. Side sealing gasket; 47. Dust ring; 48. Bottom sealing ring;

[0059] 51. Upper frame; 52. Lower frame; 53. Module fixing frame; 54. Slider track assembly; 55. Ball screw assembly; 56. Clamp assembly; 57. Roller; 58. Foot cup; DETAILED DESCRIPTION

[0060] The following will provide a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of the present invention.

[0061] In the description of the present invention, it should be understood that the terms "center", "transverse", "longitudinal", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention.

[0062] The terms "first," "second," and "third" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or to implicitly specify the quantity of the technical features indicated. Therefore, a feature specified as "first," "second," or "third" may explicitly or implicitly include one or more of such features.

[0063] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediary, or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0064] As attached Figure 1 As shown, in an exemplary embodiment of the aircraft engine intake total pressure distortion test system of the present invention, the aircraft engine intake total pressure distortion test system includes:

[0065] The aircraft engine 1 is fixedly mounted on the upper movable frame 9, and its inlet cross-section diameter is D and radius is r.

[0066] Total pressure measurement conversion section 2, one end of which is connected to the inlet of aircraft engine 1,

[0067] The multi-section flow tube 3 is connected to the other end of the total pressure measurement conversion section 2 and is connected to the dynamic frame 9 through the flow tube support frame 10 to form the air intake duct of the aircraft engine 1.

[0068] An axial gap is set between the gate valve 4 and the multi-section flow tube 3, and a soft connection component 11 is used to flexibly connect the multi-section flow tube 3 below.

[0069] The support stand 5 is provided below the multi-section flow tube 3 and the gate valve 4 and is used to support and fix the multi-section flow tube 3 and the gate valve 4.

[0070] The flow basin 6 is installed at the end of the multi-section flow pipe 3 away from the aircraft engine inlet 1.

[0071] The displacement sensor 7 is fixed on the support frame 5 and is used to measure the position of the gate valve 4, and

[0072] The screw slide module 8 is fixed on the support frame 5 and is used to adjust the insertion depth of the gate valve 4.

[0073] In the above-mentioned illustrative embodiment, a system for testing the total pressure distortion of an aircraft engine intake is provided. When the device is used to conduct a distortion test, the aircraft engine generates thrust and moves forward, and the total pressure measurement adapter section and the multi-section flow tube move forward together. An axial gap is provided between the multi-section flow tube and the gate valve, and they are connected using a flexible connection component. This allows the aircraft engine to move forward freely without interference, thereby ensuring the accuracy of thrust measurement. This solves the technical problem of inaccurate thrust measurement caused by the use of hard connections between the intake duct, gate valve and engine inlet in traditional gate-type intake distortion generating devices, which hinders engine thrust.

[0074] In addition, the flow tube support frame 10 is formed by welding rectangular steel and clamps, used to support multiple sections of flow tubes 3, and is installed on the dynamic frame 9 by bolts; the flow basin 6 adopts a double twisted wire design with a range of 0°~45°, and static pressure measurement points are evenly arranged in the circumferential direction of the flow tube, with a total of 6 points.

[0075] In some embodiments, the total pressure measurement conversion section 2 includes:

[0076] One end of the flow pipe section 21 is connected to the flange of the aircraft engine inlet 1 by bolts, and the other end is connected to the flange of the multi-section flow pipe 3.

[0077] The dynamic pressure sensor assembly 22 is composed of a dynamic pressure sensor and a support seat, and is evenly arranged along the circumference of the flow pipe section 3, and is used to measure the dynamic total pressure.

[0078] The steady-state pressure sensor assembly 23, consisting of a steady-state pressure sensor and a support seat, is arranged at intervals with the dynamic pressure sensor assembly 22 and is used to measure the steady-state total pressure, and

[0079] The sealing gasket 14 is provided between the dynamic pressure sensor assembly 22 and the flow pipe section 21 and between the steady-state pressure sensor assembly 23 and the flow pipe section 21;

[0080] There are six dynamic pressure sensor assemblies 22 and six steady-state pressure sensor assemblies 23 .

[0081] In some embodiments, the gate valve 4 includes:

[0082] front housing 41,

[0083] The rear housing 42 is symmetrically arranged with the front housing 41, with a gap provided between the two.

[0084] The base 43 is provided below the front housing 41 and the rear housing 42 and is used to support the bottom of the front housing 41 and the bottom of the rear housing 42.

[0085] The insert plate 44 is provided in the gap between the front housing 41 and the rear housing 42, and

[0086] The valve stem 45 has one end connected to the bottom of the plug plate 44 and the other end connected to the base 43, and is used to drive the plug plate 44 to move up and down and adjust the insertion depth of the plug plate 44;

[0087] Among them, a side sealing gasket 46 made of nitrile rubber is installed at the connection between the rear shell 42 and the front shell 41, a sealing gasket 14 is installed at the bottom of the base 43, and a dust ring 47 and a bottom sealing ring 48 are installed at the connection between the valve stem 45 and the base 43. The dust ring 47 is a J-type dust ring, and the sealing ring 48 is a QY-type sealing ring;

[0088] The center of the gate valve 4 is located at a position three times the diameter from the inlet section of the aircraft engine 1 and two times the diameter from the connection between the air intake duct for measuring the air flow and the inlet connecting duct.

[0089] In the above embodiment, the front housing 41 and the rear housing 42 are welded by a flow tube and a steel plate and processed. The mounting and sealing surface roughness is 0.05 μm and the material is stainless steel 316. The base 43 is made of stainless steel 316 and is used to support the base of the front housing 41, the base of the rear housing 42 and the bottom end sealing gasket 14, and is fixed together by bolts. The insert plate 44 is made of stainless steel 316, the surface roughness of the insert plate 44 is 0.05 μm, and the maximum insertion depth is half of the diameter of the aircraft engine inlet cross section. The valve stem 45 is made of stainless steel 316, and the surface roughness of the insert plate 44 is 0.05 μm.

[0090] The J-type dust ring is used to remove impurities and dust on the valve stem 45 to ensure the sealing performance of the QY-type sealing ring. The bottom sealing gasket 14 is used to seal the gap between the bottom of the front shell 41 and the bottom of the rear shell 42. The material is nitrile rubber.

[0091] Based on the above content, the seal of the gate valve 4 is composed of a side sealing gasket 46, a QY-type sealing ring, a J-type dust ring and a bottom sealing gasket 14, which are fully sealed without leakage, especially the axial seal. The combination of the J-type dust ring and the QY-type sealing ring is adopted, which not only ensures the sealing of the valve stem 45, but also reduces the friction of the movement of the valve stem 45, thereby ensuring the accuracy of the distortion index and turbulence measurement; the gate valve 4 is made of stainless steel 316, which enhances the corrosion resistance of the material, and the gate 44 and the valve stem 45 move without friction, ensuring the flexible operation of the gate 44, and has the advantages of simple production, easy operation, good sealing and low cost.

[0092] In some embodiments, the base 43 is a hollow bracket welded from stainless steel, the plug-in plate 44 is disposed at the hollow position of the base 43 , and the plug-in plate 44 is spaced 0.2 mm from the front shell 41 and the rear shell 42 to ensure contactless movement of the plug-in plate 44 .

[0093] In some embodiments, the displacement sensor 7 is used to measure the position of the valve stem 45 and the insertion depth of the plug plate 44 and send a signal. Its measurement range is 0-380 mm, the temperature range is -55°C-105°C, and the measurement accuracy is 0.1 μm;

[0094] The insertion depth of the insert plate 44 is controlled by pulse displacement, and the displacement sensor 7 feedback signal is used to apply the PID algorithm to locate the insertion depth of the insert plate 44, with a positioning accuracy of ≤0.03mm;

[0095] The maximum insertion depth of the inserting plate 44 is half the diameter of the inlet cross section of the aircraft engine 1 .

[0096] In some embodiments, the screw slide module 8 (i.e., a dual-line rail heavy-duty ball screw slide module) is composed of a slider, a motor, and a ball screw assembly, with a design load of ≤300kg, a design torque of 300N·m, a maximum stroke of 700mm, and a positioning accuracy of ≤0.03mm, wherein the motor is selected from a servo motor or a stepper motor; in addition, the dual-line rail heavy-duty ball screw slide module can also be replaced by an electric cylinder, a motor and a gear rack assembly, or an electric lift.

[0097] In some embodiments, a host computer 12 is further included that is communicatively connected to the displacement sensor, and is used to input and display the valve stem position information collected by the displacement sensor 7, and to set a fast rewind button with a fast rewind time of less than 1 second.

[0098] In some embodiments, a controller and acquisition component 13 is also included, which is used to control the motor and acquire signals sent by the displacement sensor 7.

[0099] In some embodiments, the soft connection assembly 11 is composed of a soft connection part and a clamp, wherein the soft connection part is made of rubber cloth, the gate valve 4 is movably connected to the bottom of the multi-segment flow tube 3 through the soft connection part, the multi-segment flow tube 3 and the gate valve 4 are centered, the axial clearance between the gate valve 4 and the multi-segment flow tube 3 is 3-5 mm, connected by a soft connection 6, and fixed with a clamp.

[0100] In some embodiments, the support stand 5 comprises:

[0101] The upper frame 51 is used to support the gate valve 4 and is provided with two sets of clamp assemblies for fixing the multi-section flow tube 3.

[0102] The lower frame 52 is a hollow frame structure, which is movably connected to the lower part of the upper frame 51, and has rollers 57 and foot cups 58 installed at the bottom.

[0103] The module fixing frame 53 is fixed to the hollow part of the lower frame 52 and is used to support the screw slide module 8 and the displacement sensor 7.

[0104] The slider track assembly 54 is composed of a slider and a track. The slider is fixed to the bottom of the upper frame 51, and the track is fixed to the lower frame 52. It enables the upper frame 51 to move left and right, adjusts the axis of the gate valve 4, the multi-section flow pipe 3 and the flow basin 6 and the axis of the aircraft engine 1, and

[0105] The ball screw assembly 55 consists of a ball screw, a supporting bearing, a fixed bearing, a handwheel, and a movable nut. The supporting bearing and the fixed bearing are fixed to the lower frame 52, and the movable nut is fixed to the upper frame 51 via a connecting plate. By rotating the handwheel, the upper frame 51 is moved left and right via the slider track assembly 54, adjusting the left and right alignment of the axes of the gate valve 4, the multi-section flow pipe 3, and the flow basin 6 with the axis of the aircraft engine 1.

[0106] Among them, the clamp assembly 56 consists of a clamp, a threaded lifting shaft and a bottom support, which is used to fix and support the multi-section flow tube 3 and the flow basin 6. By rotating the threaded lifting shaft, the axis of the multi-section flow tube 3 and the flow basin 6 is adjusted to be aligned with the axis of the aircraft engine 1 up and down.

[0107] In the above embodiment, the upper frame 51 is mainly welded by rectangular steel and steel plates, and is mainly used to support the gate valve 4 and the clamp assembly 56, and is fixed with bolts; the lower frame 52 is mainly welded by rectangular steel, round steel and steel plates, and is mainly used to support the upper frame 51 and the module fixing frame 53; the module fixing frame 53 is mainly welded by rectangular steel and steel plates, and is mainly used to support the screw slide module 8, and is fixed to the lower frame 52 with bolts.

[0108] There are four rollers 57, which are silent, flexible and equipped with brakes, and have a load-bearing safety factor of 2 to 3; there are four foot cups 58, which can be machined and fixed with anchor bolts, and have a load-bearing safety factor of 2 to 3. During the test, they are mainly used to support and fix the support stand 5;

[0109] The slider track assembly 54 consists of a slider and a track. The slider is fixed to the upper frame 51, and the track is fixed to the lower frame 52. Blocks are installed at both ends of the track to prevent the slider from falling off. The slider track assembly 54 is primarily used to move the upper frame 51 left and right, and to adjust the left and right alignment of the axes of the gate valve 4, multi-section flow pipe 3, and flow basin 6 with the axis of the aircraft engine 1.

[0110] The clamp assembly 56 is mainly composed of a clamp, a threaded lifting shaft and a base, and is mainly used to fix and support the multi-section flow tube 3 and the flow basin 6. The axis of the multi-section flow tube 3 and the flow basin 6 can be adjusted to be aligned with the axis of the aircraft engine 1 by rotating the threaded lifting shaft.

[0111] The ball screw assembly 55 primarily consists of a ball screw, support bearing, fixed bearing, handwheel, and movable nut. The required screw pitch is 2 mm. The support and fixed bearings are fixed to the lower frame 52, and the movable nut is secured to the upper frame 51 via a connecting plate. By rotating the handwheel, the upper frame 51 is moved left and right via the slider track assembly 54, adjusting the alignment of the axes of the gate valve 4, multi-section flow tube 3, and flow basin 6 with the axis of the aircraft engine 1.

[0112] The following is combined with Figure 1-5 The installation process of the aircraft engine intake total pressure distortion test system of the present invention is described as follows:

[0113] (1) If Figure 2 As shown, the installation positions of the dynamic pressure sensor assembly 22 are 30°, 90°, 150°, 210°, 270°, and 330° (Note: counter-heading is positive, and time 0 is 0°). Each dynamic pressure sensor bracket has one dynamic pressure measuring point, which is located at 0.9r in the radial direction. The six dynamic pressure sensor assemblies are bolted to the total pressure measurement adapter mounting seat; the installation positions of the steady-state pressure sensor assembly 23 are 0°, 60°, 120°, 180°, 240°, and 300° (Note: counter-heading is positive, and time 0 is 0°). There are 5 steady-state pressure measuring points on each sensing part, which are located at the center of the area of the isoannular surface, and the distances from the inner wall of the aircraft engine 1 casing are 0.05r, 0.16r, 0.28r, 0.43r, and 0.64r respectively. The pressure measuring interface uniformly adopts a pagoda-shaped interface with an outer diameter of 4 mm; the total pressure measuring adapter section 2 is fixed to the inlet flange of the aircraft engine 1 with bolts;

[0114] (2) Fix the flow tube support frame 10 to the dynamic frame 9 with bolts, connect the multi-section flow tube 3 to the total pressure measurement conversion section 2 with bolts, and use the clamp on the flow tube support frame 10 to fix and support the multi-section flow tube 3. The length of the multi-section flow tube 3 can be processed according to the design requirements;

[0115] (3) Fix the double-track heavy-duty ball screw slide module (i.e., screw slide module 8), flow basin 6, multi-section flow tube 3, and gate valve 4 on the support frame 5 with bolts, ensuring that the center of the gate valve 4 is 3 times the diameter of the inlet section of the aircraft engine 1 (the diameter of the inlet section of the aircraft engine is D, and the radius is r), and 2 times the diameter of the inlet duct where the air flow is measured and the inlet connecting duct are connected. The flow basin 6 and the multi-section flow tube 3 and the gate valve 4 are fixed together with bolts. With the center line of the gate valve 4 as the reference, adjust the center of the flow basin 6 and the multi-section flow tube 3 by the spiral lifting shaft and the bottom support position to ensure that the center line error is within 0.2 mm;

[0116] (3) Put the flexible connector on the front inlet of the gate valve 4, move the support stand 5, adjust the axial distance between the inlet end face of the gate valve 4 and the end face of the multi-section flow tube 3 to maintain 3mm to 5mm, and align the center of the gate valve 4 with the center line of the aircraft engine 1 by adjusting the threaded lifting shaft, the base 43 of the gate valve 4 and the ball screw, with an error of 0.2mm. After the adjustment is completed, put the flexible connector on the multi-section flow tube 3, fix the two ends of the flexible connector with clamps, and finally support the foot cup and fix it on the ground;

[0117] (4) When the plugboard 44 is at its lowest position, install the displacement sensor 7 and perform debugging to determine the origin of the plugboard 44. Input the insertion depth of the plugboard 44 into the host computer 12, and record the feedback signal of the displacement sensor 7. Measure the insertion depth of the plugboard 44 with no less than 5 measurement points and an error of no more than 1%.

[0118] (5) Before officially starting the engine distortion test, ensure that the plug plate 44 is at the origin. When the engine is distorted, according to the test outline requirements, slowly and gradually input the insertion depth of the plug plate 44. The amount of movement each time should not exceed 1 mm, and record the distortion index and turbulence each time. When distortion occurs, stop. If engine surge occurs, use the fast rewind button to quickly return the plug plate 44 to the origin.

[0119] Finally, it should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0120] The above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit the same. Although the present invention has been described in detail with reference to preferred embodiments, persons skilled in the art should understand that the specific implementation methods of the present invention may still be modified or some technical features may be replaced by equivalents without departing from the spirit of the technical solutions of the present invention, and all of these should fall within the scope of the technical solutions claimed for protection by the present invention.

Claims

1. Aircraft engine intake total pressure distortion test system, characterized by: include: The aircraft engine is fixedly installed on the upper movable frame. The total pressure measurement conversion section has one end connected to the aircraft engine inlet, A multi-section flow tube is connected to the other end of the total pressure measurement conversion section and is connected to the dynamic frame via a flow tube support frame to form an aircraft engine intake duct. The gate valve is provided with an axial gap between the gate valve and the multi-section flow tube, and is movably connected to the bottom of the multi-section flow tube by a soft connection component. A support frame is provided below the multi-section flow tube and the gate valve, and is used to support and fix the multi-section flow tube and the gate valve. The flow basin is installed at the end of the multi-section flow pipe away from the aircraft engine inlet. A displacement sensor, fixed on the support frame, is used to measure the position of the gate valve, and A screw slide module is fixed on the support frame and is used to adjust the insertion depth of the gate valve; The gate valve comprises: front housing, The rear housing is symmetrically arranged with the front housing, and a gap is provided between the two. A base is provided below the front shell and the rear shell, and is used to support the bottom of the front shell and the bottom of the rear shell. an insert plate disposed in the gap between the front shell and the rear shell, and A valve stem, one end of which is connected to the bottom of the plug plate and the other end is connected to the base, and is used to drive the plug plate to move up and down and adjust the insertion depth of the plug plate; Wherein, a side sealing gasket is installed at the connection between the rear shell and the front shell, a sealing gasket is installed at the bottom of the base, and a dust ring and a bottom sealing ring are installed at the connection between the valve stem and the base. The dust ring is a J-type dust ring, and the bottom sealing ring is a QY-type sealing ring; The center of the gate valve is located at a distance of three times the diameter of the aircraft engine inlet from the aircraft engine inlet cross section and at a distance of two times the diameter of the aircraft engine inlet from the position where the air inlet duct for measuring the air flow is connected to the inlet connecting duct; The flexible connection assembly consists of a flexible connector and a clamp. The gate valve is movably connected to the bottom of the multi-section flow tube via the flexible connector and fixed with a clamp. The axial clearance between the gate valve and the multi-section flow tube is 3-5 mm. The support frame comprises: The upper frame is used to support the gate valve and is provided with two sets of clamp assemblies for fixing the multi-section flow tube. The lower frame is a hollow frame structure, which is movably connected to the lower part of the upper frame, and has rollers and foot cups installed at the bottom. The module fixing frame is fixed to the hollow part of the lower frame and is used to support the screw slide module and displacement sensor. The slider track assembly consists of a slider and a track. The slider is fixed to the bottom of the upper frame, and the track is fixed to the lower frame to achieve left and right movement of the upper frame, and adjust the left and right alignment of the axis of the gate valve, multi-section flow pipe and flow basin with the axis of the aircraft engine, and The ball screw assembly consists of a ball screw, a supporting bearing, a fixed bearing, a handwheel, and a movable nut. The supporting bearing and the fixed bearing are fixed to the lower frame, and the movable nut is fixed to the upper frame via a connecting plate. By rotating the handwheel, the upper frame is moved left and right via the slider track assembly to adjust the left and right alignment of the axes of the gate valve, multi-section flow pipe, and flow basin with the axis of the aircraft engine. Among them, the clamp assembly consists of a clamp, a threaded lifting shaft and a bottom support, which is used to fix and support the multi-section flow tube and flow basin. By rotating the threaded lifting shaft, the axis of the multi-section flow tube and flow basin is adjusted to be aligned with the axis of the aircraft engine up and down.

2. The aircraft engine intake total pressure distortion test system according to claim 1, characterized in that: The total pressure measurement conversion section includes: The flow pipe segment has one end fixedly connected to the aircraft engine inlet flange via bolts, and the other end connected to the multi-section flow pipe flange. The dynamic pressure sensor assembly consists of a dynamic pressure sensor and a support seat, and is evenly arranged along the circumference of the flow pipe section to measure the dynamic total pressure. A steady-state pressure sensor assembly, consisting of a steady-state pressure sensor and a support seat, is arranged at intervals with the dynamic pressure sensor assembly and is used to measure the steady-state total pressure, and A sealing gasket is provided between the dynamic pressure sensor assembly and the flow pipe section and between the steady-state pressure sensor assembly and the flow pipe section; Wherein, six dynamic pressure sensor assemblies and six steady-state pressure sensor assemblies are provided.

3. The aircraft engine intake total pressure distortion test system according to claim 1, characterized in that: The base is a hollow bracket welded from stainless steel. The plug-in board is arranged at the hollow position of the base, and the plug-in board is spaced 0.2 mm from the front and rear shells to ensure that the plug-in board moves without contact.

4. The aircraft engine intake total pressure distortion test system according to claim 1, characterized in that: The displacement sensor is used to measure the valve stem position and the insertion depth of the plug plate and send a signal. Its measurement range is 0-380mm, the temperature range is -55℃-105℃, and the measurement accuracy is 0.1μm; The insertion depth of the plugboard is controlled by pulse displacement, and the displacement sensor feedback signal is used to apply the PID algorithm to locate the insertion depth of the plugboard, with a positioning accuracy of ≤0.03mm; The maximum insertion depth of the inserting plate is half of the diameter of the aircraft engine inlet section.

5. The aircraft engine intake total pressure distortion test system according to claim 4, characterized in that: The screw slide module consists of a slider, a motor and a ball screw assembly, with a design load of ≤300kg, a design torque of 300N·m, a maximum stroke of 700mm, and a positioning accuracy of ≤0.03mm. The motor is selected from a servo motor or a stepper motor.

6. The aircraft engine intake total pressure distortion test system according to claim 4, characterized in that: It also includes a host computer that is connected to the displacement sensor for inputting and displaying the valve stem position information collected by the displacement sensor and setting a fast rewind button.

7. The aircraft engine intake total pressure distortion test system according to claim 5, characterized in that: It also includes a controller and an acquisition component for controlling the motor and acquiring signals from the displacement sensor.

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