A device and method for testing thrust performance of an aircraft engine

Abstract

The present invention proposes an aircraft engine thrust performance test device, comprising: an aircraft engine, an engine test bench, a stable straight section, and an air collecting section; the aircraft engine is adaptively connected to the engine test bench; the stable straight section is arranged at the air intake end of the aircraft engine, and the air collecting section is connected to the other end of the stable straight section; a guide vane installation frame is arranged in the stable straight section, the guide vane installation frame is connected to a plurality of guide vanes, and the ends of the guide vanes are rotatably connected to the guide vane installation frame; a push-pull rod is connected to the side of the guide vane, and an angle disk is connected to the measured end of the push-pull rod, and the angle disk is connected to a motor; the motor is connected to a frequency converter and is connected to a computer system, and the computer system is also connected to a speed sensor, and the speed sensor is used to monitor the speed of the motor.

Description

Technical Field

[0001] The present invention relates to the technical field of aero-engines, and in particular to a device and method for testing thrust performance of an aero-engine. Background Art

[0002] "The aircraft engine is the 'heart' of the aircraft. It is an extremely complex and sophisticated thermal machine that can provide the aircraft with power to fly and represents the country's comprehensive strength and technological level. Aircraft engines need to withstand high loads and heat shocks and are very prone to failure, so the performance requirements for aircraft engines are very high. In recent years, the requirements for aircraft engines have become increasingly higher, and the performance requirements for some components are very demanding. If the aircraft engine does not meet the requirements, the aircraft is likely to have an accident.

[0003] At present, ground test of aircraft engines is generally carried out on the test bench, which is specially used to carry out ground test of different types of aircraft engines. The test bench is generally built in a spacious room with good air intake conditions. It does not have the unevenness and randomness of airflow in the natural environment, that is, it does not consider the influence of gusts and multi-shear wind. Therefore, the air intake of the ground test of aircraft engines is carried out under very ideal conditions. As for the distortion experiment of the air intake flow field of aircraft engines, it only changes the unevenness of the total pressure of the engine intake. Generally, the distortion device is used to block the intake area to achieve the uneven adjustment of the total pressure. However, the natural irregular flow field conditions of the air intake of the aircraft engine are not simulated, which has certain defects.

[0004] The intake conditions of aircraft engines have a great influence on the performance parameters of aircraft engines, and the working conditions of aircraft engines must adapt to the natural environment conditions of all weather conditions. Therefore, under the changeable natural conditions and the aircraft's maneuverability requirements, the intake conditions of aircraft engines become irregular, especially under the influence of short-distance takeoff and landing, catapult takeoff, and crosswind, irregular intake is more serious. Therefore, the thrust performance test of aircraft engines under irregular intake flow field conditions is very important. Summary of the invention

[0005] The present invention simulates the thrust performance parameters of an aircraft engine under the influence of irregular natural wind on the intake airflow field of the aircraft engine when the aircraft engine is in working state. The present invention simulates the change of the engine intake direction under the stable working state of natural aspiration of the aircraft engine, and can change the frequency of the change of the direction of the airflow in real time as required, so as to form a periodic movement of the intake airflow field direction of the aircraft engine, and the movement frequency is artificially controllable, and the operation can be repeated, so as to achieve the traceability of the experimental control parameters.

[0006] The above technical objectives of the present invention are achieved through the following technical solutions:

[0007] In one aspect of the present disclosure, an aircraft engine thrust performance test device is disclosed, comprising:

[0008] Aircraft engines, engine test benches, stabilizers, straight sections, and gas collection sections;

[0009] The aircraft engine is adaptively connected to the engine test bench;

[0010] The stable straight section is arranged at the air intake end of the aircraft engine, and the air collecting section is connected to the other end of the stable straight section;

[0011] A guide vane installation frame is provided in the stable straight section, the guide vane installation frame is connected with a plurality of guide vanes, and the ends of the guide vanes are rotatably connected with the guide vane installation frame;

[0012] The guide plate is connected to a push-pull rod at its side, and an angle plate is connected to the measured end of the push-pull rod, and the angle plate is connected to a motor;

[0013] The motor is connected to a frequency converter and a computer system. The computer system is also connected to a rotation speed sensor, and the rotation speed sensor is used to monitor the rotation speed of the motor.

[0014] Furthermore, a protective cover is provided at the end of the gas collecting section.

[0015] Furthermore, a rectifying honeycomb is provided between the guide vane mounting frame and the gas collecting section in the stable straight section;

[0016] The rectifying honeycomb has a plurality of through holes, and the directions of the through holes are parallel to the axis of the aircraft engine.

[0017] Furthermore, a rotating shaft is provided at the end of the guide vane, and the rotating shaft is adaptively connected to the guide vane mounting frame.

[0018] Furthermore, the angle plate is provided with a pull rod, and the end of the push-pull rod is hingedly connected to the pull rod.

[0019] Furthermore, the pull rods are provided in plurality and are not located on the same circumference of the angle plate.

[0020] Furthermore, the side of the guide plate is connected to the push-pull rod via a movable pin.

[0021] In another aspect of the present disclosure, a method for testing thrust performance of an aero-engine is disclosed, the testing method further comprising the following steps:

[0022] Installing aircraft engines on engine test stands;

[0023] Design and manufacture an aircraft engine air intake rectifier, assuming that the aircraft engine inlet diameter is D, the diameter of the stable straight section is greater than 2D, and the aircraft engine inlet extends into the air intake device at a distance of 0.5D;

[0024] Calculate the parameters related to the airflow angle adjustment. Assume that the adjustment range of the airflow angle of the aircraft engine intake is ±a°, the chord length of the guide vane is 0.2D, and the rotation center of the guide vane is the geometric center of the guide vane cross section. Therefore, the range of motion of the push-pull rod of the guide vane is: 0.2D sin a°;

[0025] An angle plate is made according to the calculated parameters. The pitch circle diameter at the connection between the angle plate and the tie rod is 0.2D sin a°;

[0026] After the angle plate and push-pull rods are connected, debugging is performed. The guide vane moves up and down driven by the motor. By changing the motor speed n, the movement cycle of the guide vane is changed. The movement cycle of the guide vane is: 60 / n;

[0027] The thrust performance test of the aircraft engine was started. According to the aircraft engine test requirements, the aircraft engine test conditions were divided into low-speed state, cruising state, and high-speed state; according to the aircraft engine working conditions, the speed of the aircraft engine in the three states was tested, that is, 0.25n max 、0.5n max 、0.75n max ; where n max is the maximum permissible speed of the turbojet engine;

[0028] At low speed of aircraft engine 0.25n max To test the speed of the aircraft engine, adjust the guide vane angle to zero degrees and pull the throttle lever of the aircraft engine to make the speed reach 0.25n max , after the speed stabilizes, record the thrust parameters of the aircraft engine; keep the speed of the aircraft engine unchanged, set the movement cycle of the guide vane, and after the motor speed stabilizes, record the thrust parameters of the aircraft engine; change the movement cycle of the guide vane, complete the thrust parameter measurement of the aircraft engine under the airflow angle change cycle, until all airflow angle change cycle experiments are completed;

[0029] Change the aircraft engine speed, repeat the previous step, and complete the irregular inlet airflow field periodic variation experiment under all aircraft engine speeds;

[0030] At the same aircraft engine speed, the relationship between thrust change and airflow angle periodicity is analyzed, and the relevant curves are completed as experimental results to compare the thrust change law under irregular intake conditions at different aircraft engine speeds.

[0031] The beneficial effects of the present invention are:

[0032] Since the working environment of aircraft engines must be suitable for all-weather climate conditions, and the thrust performance of aircraft engines cannot be greatly lost under extremely harsh natural conditions, experiments on irregular air intake of aircraft engines are indispensable to effectively prevent accidents. The present invention can effectively implement a large number of unconventional experiments on the air intake problems of aircraft engines, and can also conduct conventional intake total pressure distortion experiments or fixed-angle intake experiments, etc., broadening the experimental conditions for aircraft engine intake, enriching the experimental content, and ensuring the reliability of aircraft engine operation. The present invention can realize the periodic change of the intake angle, perform all-round simulation of variable crosswinds, and make the intake of aircraft engines closer to the actual situation. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 This is a schematic diagram of the structure of an aircraft engine thrust performance test device;

[0034] Figure 2 It is a schematic diagram of the cross-sectional structure of a rectifier honeycomb;

[0035] Figure 3 It is a schematic diagram of the cross-sectional structure of the guide vane installation frame;

[0036] Figure 4 This is a detail diagram of location I;

[0037] Figure 5 It is a schematic diagram of the connection relationship between the push-pull rod and the guide vane;

[0038] Figure 6 Schematic diagram of the angle plate structure;

[0039] Figure 7 This is a thrust parameter diagram under the periodic motion of the guide vane.

[0040] 1. Computer system; 2. Aircraft engine; 3. Engine test bench; 4. Stable straight section; 5. Guide vane installation frame; 6. Push-pull rod; 7. Guide vane; 8. Rectifier honeycomb; 9. Air collecting section; 10. Protective cover; 11. Speed ​​sensor; 12. Angle plate; 13. Reducer motor; 14. Frequency converter; 15. Rotating shaft; 16. Movable pin; 17. Pull rod. DETAILED DESCRIPTION

[0041] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the 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 operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0042] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0043] In order to make the purpose, technical scheme and advantages of the present invention clearer, the present invention is further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings. It should be understood that these descriptions are only exemplary and are not intended to limit the scope of the present invention. In addition, in the following description, the description of well-known structures and technologies is omitted to avoid unnecessary confusion of the concept of the present invention.

[0044] like Figure 1-6 As shown, in one aspect of the present disclosure, an aircraft engine thrust performance test device is disclosed, comprising:

[0045] Aircraft engine 2, engine test bench 3, stable straight section 4, gas collection section 9;

[0046] The aircraft engine 2 is adaptably connected to the engine test bench 3;

[0047] The stabilizing straight section 4 is arranged at the air inlet end of the aircraft engine 2, and the air collecting section 9 is connected to the other end of the stabilizing straight section 4;

[0048] A guide vane installation frame 5 is provided in the stable straight section 4, and the guide vane installation frame 5 is connected to a plurality of guide vanes 7, and the ends of the guide vanes 7 are rotatably connected to the guide vane installation frame 5;

[0049] The side of the guide plate 7 is connected to a push-pull rod 6, and the measured end of the push-pull rod 6 is connected to an angle plate 12, and the angle plate 12 is connected to a motor 13;

[0050] The motor 13 is connected to a frequency converter 14 and is connected to a computer system 1 . The computer system 1 is also connected to a rotation speed sensor 11 . The rotation speed sensor 11 is used to monitor the rotation speed of the motor 13 .

[0051] Specifically, before the test, the aircraft engine 2 is installed on the engine test bench 3, and then an air intake rectifying device is set at the air intake end of the aircraft engine 2. After the air is collected by the air collecting section 9, sufficient airflow can be provided for the aircraft engine 2. Before entering the aircraft engine 2, the airflow will pass through the guide vane 7 of the guide vane mounting frame 5. The operation of the motor 13 can be controlled by the computer system 1 and the inverter 14. After the motor 13 is turned on, it will drive the angle plate 12 to rotate, so that the push-pull rod 6 pulls the guide vane 7 to change the angle of the guide vane 7, thereby changing the airflow. It should be noted that the movement cycle and angle of the guide vane 7 can be regulated by the computer system 1.

[0052] In some embodiments, a protective cover 10 is provided at the end of the gas collecting section 9 .

[0053] Using the above technical solution, the protective cover 10 is used to filter impurities in the air to prevent large particles from being sucked into the aircraft engine 2 and damaging the blades, causing serious losses.

[0054] In some embodiments, a rectifying honeycomb 8 is provided between the guide vane mounting frame 5 and the gas collecting section 9 in the stable straight section 4;

[0055] The rectifying honeycomb 8 has a plurality of through holes, and the directions of the through holes are parallel to the axis of the aircraft engine 2 .

[0056] By adopting the above technical solution, the airflow vortex of the intake air can be cut into small vortices, which are easy to attenuate, and the airflow guide can be straightened to avoid coupling interference of the intake air.

[0057] In some embodiments, a rotating shaft 15 is disposed at the end of the guide vane 7 , and the rotating shaft 15 is adaptably connected to the guide vane mounting frame 5 .

[0058] By adopting the above technical solution, the guide vane 7 and the guide vane mounting frame 5 are rotatably connected via the rotating shaft 15 , so that the angle of the guide vane 7 can be adjusted easily.

[0059] In some embodiments, the angle disc 12 is provided with a pull rod 17 , and the end of the push-pull rod 6 is hingedly connected to the pull rod 17 .

[0060] With the above technical solution, when the motor 13 is turned on, the angle plate 12 is driven to rotate, so that the pull rod 17 rotates, thereby pulling the push-pull rod 6 to swing up and down, so that the angle of the guide plate 7 changes. It should be noted that the angle of the guide plate 7 can change periodically with the rotation of the angle plate 12.

[0061] In some embodiments, a plurality of pull rods 17 are provided, and they are not located on the same circumference of the angle plate 12 .

[0062] By adopting the above technical solution, by selecting different pull rods 17 to connect with the push-pull rod 6, the motion range of the push-pull rod 6 can be selected. It should be noted that the position pitch circle of the pull rod 17 is determined by the calculated motion range of the guide vane 7.

[0063] In some embodiments, the side of the guide plate 7 is connected to the push-pull rod 6 via a movable pin 16 .

[0064] By adopting the above technical solution, the push-pull rod 6 can drive the guide plate 7 to swing up and down through the movable pin 16 during movement, thereby changing the angle of the guide plate 7, and the movable pin 16 can move left and right at the end connected to the guide plate 7 without moving up and down. In this way, during the rotation of the angle disk 12, the push-pull rod 6 is displaced laterally, but a limit is generated in the longitudinal direction to prevent the push-pull rod 6 from being pulled laterally when the angle disk 12 rotates.

[0065] In another aspect of the present disclosure, a method for testing the thrust performance of an aircraft engine is disclosed. The above-mentioned testing device is used, and the testing method further comprises the following steps:

[0066] Installing aircraft engines on engine test stands;

[0067] Design and manufacture an aircraft engine air intake rectifier, assuming that the aircraft engine inlet diameter is D, the diameter of the stable straight section is greater than 2D, and the aircraft engine inlet extends into the air intake device at a distance of 0.5D;

[0068] Calculate the parameters related to the airflow angle adjustment. Assume that the adjustment range of the airflow angle of the aircraft engine intake is ±a°, the chord length of the guide vane is 0.2D, and the rotation center of the guide vane is the geometric center of the guide vane cross section. Therefore, the range of motion of the push-pull rod of the guide vane is: 0.2D sin a°;

[0069] An angle plate is made according to the calculated parameters. The pitch circle diameter at the connection between the angle plate and the tie rod is 0.2D sin a°;

[0070] After the angle plate and push-pull rods are connected, debugging is performed. The guide vane moves up and down driven by the motor. By changing the motor speed n, the movement cycle of the guide vane is changed. The movement cycle of the guide vane is: 60 / n;

[0071] The thrust performance test of the aircraft engine was started. According to the aircraft engine test requirements, the aircraft engine test conditions were divided into low-speed state, cruising state, and high-speed state; according to the aircraft engine working conditions, the speed of the aircraft engine in the three states was tested, that is, 0.25n max 、0.5nmax 、0.75n max ; where n max is the maximum permissible speed of the turbojet engine;

[0072] At low speed of aircraft engine 0.25n max To test the speed of the aircraft engine, adjust the guide vane angle to zero degrees and pull the throttle lever of the aircraft engine to make the speed reach 0.25n max , after the speed stabilizes, record the thrust parameters of the aircraft engine; keep the speed of the aircraft engine unchanged, set the movement cycle of the guide vane, and after the motor speed stabilizes, record the thrust parameters of the aircraft engine; change the movement cycle of the guide vane, complete the thrust parameter measurement of the aircraft engine under the airflow angle change cycle, until all airflow angle change cycle experiments are completed;

[0073] Change the aircraft engine speed, repeat the previous step, and complete the irregular inlet airflow field periodic variation experiment under all aircraft engine speeds;

[0074] At the same aircraft engine speed, the relationship between thrust change and airflow angle periodicity is analyzed, and the relevant curves are completed as experimental results to compare the thrust change law under irregular intake conditions at different aircraft engine speeds.

[0075] More specifically, the outer diameter of the inlet of a certain aircraft engine is D = 620mm, so the diameter of the stable straight section of the designed air intake device is 3D = 3*620 = 1860mm, and the length (considering other types of engine experiments) is 4.5D = 4.5*620 = 2790mm. The aircraft engine extends into the air intake device by 0.5D = 310mm.

[0076] Calculate the relevant parameters for angle adjustment: The angle adjustment requirement of the guide vane is ±30°, and the guide vane length is 0.2D=0.2*620=124mm. The range of motion of the push-pull rod is 0.2D sin a°=124*0.5=62mm. Therefore, the pitch circle diameter of the connection position between the angle plate and the push-pull rod is 62mm. Use a pull rod to connect the push-pull rod and the angle plate at the corresponding position of the angle plate.

[0077] Connect and debug the system to complete the cyclic movement of the push-pull rods.

[0078] Determine the motion period of the guide vane: the motion period of the guide vane is 60 / n, so five motion periods are selected for the experiment, which are 0.5s, 1s, 2s, 4s, and 6s respectively. Therefore, the speed of the reduction motor is 120rpm, 60rpm, 30rpm, 15rpm, and 10rpm.

[0079] The maximum speed of the aircraft engine is 18000rpm, taking the low speed condition as 0.25n max=0.25*18000=4500rpm, and the thrust parameters of the guide vane at zero angle and the guide vane at periodic motion under this working condition are measured respectively, as shown in Table 1:

[0080] Table 1

[0081]

[0082] According to the data in the above table, the relationship between thrust change and airflow angle cycle is: From the figure below, it can be seen that the longer the guide vane movement cycle, the greater the impact on the aircraft engine thrust, but the overall trend tends to be flat, that is, when a certain angle is fixed, it has a great impact on the aircraft engine.

[0083] It should be understood that the above specific embodiments of the present invention are only used to illustrate or explain the principles of the present invention, and do not constitute a limitation of the present invention. Therefore, any modifications, equivalent substitutions, improvements, etc. made without departing from the spirit and scope of the present invention should be included in the protection scope of the present invention. In addition, the appended claims of the present invention are intended to cover all changes and modifications that fall within the scope and boundaries of the appended claims, or the equivalent forms of such scope and boundaries.

Claims

1. An aero-engine thrust performance test device, characterized in that: include: Aircraft engine (2), engine test bench (3), stabilizing straight section (4), air collection section (9); The aircraft engine (2) is adaptably connected to the engine test bench (3); The stable straight section (4) is arranged at the air intake end of the aircraft engine (2), and the air collecting section (9) is connected to the other end of the stable straight section (4); A guide vane installation frame (5) is provided in the stable straight section (4), the guide vane installation frame (5) is connected to a plurality of guide vanes (7), and the ends of the guide vanes (7) are rotatably connected to the guide vane installation frame (5); The guide plate (7) is connected to a push-pull rod (6) on its side, and an angle plate (12) is connected to the measured end of the push-pull rod (6), and the angle plate (12) is connected to a motor (13); The motor (13) is connected to a frequency converter (14) and is connected to a computer system (1). The computer system (1) is also connected to a rotation speed sensor (11). The rotation speed sensor (11) is used to monitor the rotation speed of the motor (13). A rectifying honeycomb (8) is provided between the guide vane mounting frame (5) and the gas collecting section (9) in the stable straight section (4); The rectifying honeycomb (8) has a plurality of through holes, and the through holes are oriented parallel to the axis of the aircraft engine (2); the rectifying honeycomb (8) is used to cut the airflow vortex of the intake air into small vortices, which are easy to attenuate, and to straighten the airflow guide to avoid coupling interference of the intake air; The angle plate (12) is provided with a pull rod (17), and the end of the push-pull rod (6) is hingedly connected to the pull rod (17).

2. The aero-engine thrust performance testing device according to claim 1, characterized in that: A protective cover (10) is provided at the end of the gas collecting section (9).

3. The aero-engine thrust performance testing device according to claim 1, characterized in that: A rotating shaft (15) is provided at the end of the guide plate (7), and the rotating shaft (15) is adaptively connected to the guide plate installation frame (5).

4. The aero-engine thrust performance testing device according to claim 1, characterized in that: A plurality of pull rods (17) are provided, and they are not located on the same circumference of the angle plate (12).

5. The aero-engine thrust performance testing device according to claim 1, characterized in that: The side portion of the guide plate (7) is connected to the push-pull rod (6) via a movable pin (16).

6. A method for testing thrust performance of an aero-engine, characterized in that: The testing method uses the testing device according to any one of claims 1 to 5; wherein the testing method further comprises the following steps: Installing aircraft engines on engine test stands; Design and manufacture an aircraft engine air intake rectifier, assuming that the aircraft engine inlet diameter is D, the diameter of the stable straight section is greater than 2D, and the aircraft engine inlet extends into the air intake device at a distance of 0.5D; Calculate the parameters related to the airflow angle adjustment. Assume that the adjustment range of the airflow angle of the aircraft engine intake is ±a°, the chord length of the guide vane is 0.2D, and the rotation center of the guide vane is the geometric center of the guide vane cross section. Therefore, the range of motion of the push-pull rod of the guide vane is: 0.2Dsina°; Angle disc is made according to the calculated parameters, and the pitch circle diameter at the connection between the angle disc and the tie rod is 0.2Dsina°; After the angle plate and push-pull rods are connected, debugging is performed. The guide vane moves up and down driven by the motor. By changing the motor speed n, the movement cycle of the guide vane is changed. The movement cycle of the guide vane is: 60 / n; The thrust performance test of the aircraft engine was started. According to the aircraft engine test requirements, the aircraft engine test conditions were divided into low-speed state, cruising state, and high-speed state; according to the aircraft engine working conditions, the speed of the aircraft engine in the three states was tested, that is, 0.25n max 、0.5n max 、0.75n max ; where n max is the maximum permissible speed of the turbojet engine; At low speed of aircraft engine 0.25n max To test the speed of the aircraft engine, adjust the guide vane angle to zero degrees and pull the throttle lever of the aircraft engine to make the speed reach 0.25n max , after the speed stabilizes, record the thrust parameters of the aircraft engine; keep the speed of the aircraft engine unchanged, set the movement cycle of the guide vane, and after the motor speed stabilizes, record the thrust parameters of the aircraft engine; change the movement cycle of the guide vane, complete the thrust parameter measurement of the aircraft engine under the airflow angle change cycle, until all airflow angle change cycle experiments are completed; Change the aircraft engine speed, repeat the previous step, and complete the irregular inlet airflow field periodic variation experiment under all aircraft engine speeds; At the same aircraft engine speed, the relationship between thrust change and airflow angle periodicity is analyzed, and the relevant curves are completed as experimental results to compare the thrust change law under irregular intake conditions at different aircraft engine speeds.

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