High pressure compressor extreme rub condition ignition mechanism test simulation system and method

Abstract

This invention discloses a simulation system and method for testing the ignition mechanism of a high-pressure compressor under extreme impact conditions. The system includes an impact component, a blade simulator, and an aerodynamic chamber. The impact component has an impact ring that rotates at high speed around its own axis. The aerodynamic chamber includes a shell with an inlet at one end and an outlet at the other. One side of the chamber is an arc-shaped surface with the same curvature as the impact ring, and an arc-shaped groove with the same curvature is provided on the arc-shaped surface. The inlet and outlet are located on opposite sides of the arc-shaped groove, and the inner ring of the impact ring is embedded in the arc-shaped groove. The blade simulator has a test section, which is fixedly installed inside the shell and extends into the arc-shaped groove. This invention is applied to the field of aero-turbine engine compressors. It conducts impact tests on compressor blades under extreme operating conditions according to the principle of matching operating conditions, incoming flow environment, and fault characteristics. The test conditions are closely integrated with the service environment, completing the experimental research and verification of the ignition mechanism under extreme impact conditions.

Description

Technical Field

[0001] This invention relates to the field of aero-turbine engine compressor technology, specifically a blade ignition test simulation system and method for aero-turbine engine high-pressure compressor under extreme impact conditions. Background Technology

[0002] New materials and processes, represented by titanium alloys, have been widely used in the aviation field, playing a positive role in improving the performance of aero engines. However, due to the complexity of aero engines, especially high-pressure compressors, "rubbing" failures can occur between high-speed rotating parts and stationary parts under extreme operating conditions, which can induce "titanium fire" accidents, endangering flight safety and equipment safety.

[0003] The compressor is a crucial component of the core engine of an aero-engine. It compresses the air drawn into the intake duct, increasing the airflow pressure. It provides the compressed air necessary for the aero-engine's operation, and also supplies process air for cockpit pressurization, turbine cooling, and other functional requirements.

[0004] Friction failures between compressor rotor blades and casing or stator blades under extreme operating conditions are sudden and diffuse, and can easily induce "titanium fire" accidents when local airflow parameters, operating conditions, and friction intensity meet certain conditions. Statistical analysis of historical cases of "friction failures" reveals their diverse characteristics, including: airflow and operating conditions that mostly occur in high-pressure compressors; hot spot ignition of the entire blade; ignition of blade damage debris; differences in friction methods and intensity; accidents caused by fatigue damage; and multiple failure modes and failure intensity characteristics caused by microcrack propagation.

[0005] Under actual operating conditions, the rotor blades of high-pressure compressors in aero-engines are subjected to mechanical and aerodynamic loads, and the blade materials operate under high stress. Compared with tests under standard conditions (normal pressure, normal temperature, and no stress loads other than friction), the damage mechanism of the blade materials is different. Simultaneously, the material surface is more susceptible to interaction with oxygen molecules in the incoming flow, exacerbating the reaction tendency. While the oxygen concentration in the incoming flow is the same as under standard conditions, local high-pressure or low-pressure zones exist in the flow channel due to wave and vortex systems, resulting in a range of oxygen molecule molar numbers on the rotor blade surface. Furthermore, the friction under operating conditions is a scraping and collision friction mode, significantly different from pure friction. When titanium alloy blades are subjected to scraping friction, the micro-debris generated by friction is dispersed in the blade tip rotation area due to centrifugal force, increasing the friction intensity. The principal stress of titanium alloy blades is the tensile stress generated by centrifugal load; as temperature increases, the elastic modulus decreases, and the strain increases, further intensifying the friction intensity. Simultaneously, because gravity is much smaller than centrifugal force, temperature-induced softening deformation is exacerbated under centrifugal load, enhancing heat transfer and potentially accelerating fault propagation. Existing impact-rubbing tests do not closely integrate experimental research and verification with service environments. In existing impact-rubbing tests, titanium alloy specimens are subjected to rotational compression friction, with the resulting micro-debris primarily covering the friction area. The specimens undergo compressive deformation; as temperature increases, the elastic modulus decreases, strain recovery increases, and impact strength decreases. Due to gravity, temperature-induced softening deformation tends to align with gravity, reducing heat transfer and potentially decreasing fault propagation. More importantly, the impact-rubbing friction power density in existing tests is significantly lower than under actual operating conditions. These issues result in low reproducibility of existing impact-rubbing tests, failing to meet the needs of scientific research and engineering. Summary of the Invention

[0006] To address the shortcomings of the existing technology, this invention provides a test simulation system and method for the ignition mechanism of a high-pressure compressor under extreme impact conditions. By closely integrating the test conditions with the service conditions, the test research and verification of the ignition mechanism under extreme impact conditions are completed.

[0007] To achieve the above objectives, the present invention provides a test simulation system for the ignition mechanism of a high-pressure compressor under extreme rubbing conditions, comprising a drive assembly, rubbing components, blade simulation components, and a pneumatic chamber;

[0008] The friction component is equipped with a friction ring to simulate the casing or stator of an aero-turbine engine compressor; the friction component is connected to the drive assembly to drive the friction component to rotate at high speed around its own axis.

[0009] The pneumatic chamber includes a shell with an internal pneumatic cavity. One end of the shell has an air inlet, and the other end has an air outlet. The flow area of ​​the air inlet and the air outlet can be adjusted independently. One side of the cavity is an arc-shaped surface with the same curvature as the friction ring, and the arc-shaped surface is provided with an arc-shaped groove with the same curvature. The air inlet and the air outlet are located on both sides of the arc-shaped groove, and the inner ring of the friction ring is embedded in the arc-shaped groove.

[0010] The blade simulator is provided with a test section for simulating the rubbing end of an aero-engine compressor blade; the blade simulator is fixedly installed inside the housing, and the test section extends into the arc-shaped groove.

[0011] In one embodiment, the number of test sections on the blade simulator is one or more, and each of the test sections is spaced apart on the blade simulator along the length direction of the arc-shaped groove.

[0012] The test section has a sheet-like structure, and the plane where each test section is located is parallel to or at an acute angle to the width direction of the arc-shaped groove.

[0013] In one embodiment, a gas flow channel is formed between two adjacent test sections and between the test sections at both ends and the inner wall of the housing;

[0014] The blade simulator also includes baffles provided on each of the gas flow channels to adjust the gas flow area of ​​each of the gas flow channels.

[0015] In one embodiment, the testing system also includes a base frame assembly;

[0016] The drive assembly and the pneumatic chamber are both mounted on the base frame assembly. The drive assembly includes a drive motor and a speed increaser. The drive motor is connected to the friction component via the speed increaser.

[0017] In one embodiment, the pneumatic chamber has a linear displacement stroke on the base assembly, and the test part moves closer to or further away from the friction ring during the displacement of the pneumatic simulation mechanism.

[0018] In one embodiment, an electric heater is provided on the rubbing component to ensure that the temperature of the rubbing ring reaches the set temperature at the beginning of the test.

[0019] To achieve the above objectives, the present invention also provides a simulation method for the ignition mechanism of a high-pressure compressor under extreme impact conditions, characterized in that the impact test is conducted using the above-mentioned simulation system for the ignition mechanism of a high-pressure compressor under extreme impact conditions.

[0020] This invention provides a simulation system and method for the ignition mechanism of a high-pressure compressor under extreme contact and friction conditions. Employing the principle of relativity, the system simulates the compressor rotor blades through a test section and the stator and casing through a contact and friction structure. The system conducts experimental research on the ignition mechanism of a high-pressure compressor under extreme contact and friction conditions according to the principles of matching operating conditions, incoming flow environment, and fault characteristics. By closely integrating the test conditions with the service environment, the system completes the experimental research and verification of the ignition mechanism of a high-pressure compressor under extreme contact and friction conditions. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0022] Figure 1 This is an isometric view of the test system in Embodiment 1 of the present invention;

[0023] Figure 2 This is a schematic diagram showing the fit between the test section and the friction ring in Embodiment 1 of the present invention;

[0024] Figure 3 This is an isometric view of the pneumatic chamber in Embodiment 1 of the present invention;

[0025] Figure 4 This is a schematic diagram of the first embodiment of the blade simulation component in Embodiments 1 and 2 of the present invention;

[0026] Figure 5 This is a schematic diagram of the second embodiment of the blade simulation component in Embodiments 1 and 2 of the present invention;

[0027] Figure 6 This is a schematic diagram of a third embodiment of the blade simulation component in Embodiments 1 and 2 of the present invention;

[0028] Figure 7 This is a schematic diagram of the fourth embodiment of the blade simulator in Embodiments 1 and 2 of the present invention;

[0029] Figure 8 This is an exploded view of the test system in Embodiment 2 of the present invention;

[0030] Figure 9 This is a schematic diagram showing the cooperation between the test section and the friction ring in Embodiment 2 of the present invention;

[0031] Figure 10 This is an isometric view of the pneumatic chamber in Embodiment 3 of the present invention.

[0032] Reference numerals: 1. Friction component, 101. Friction ring, 2. Blade simulation component, 201. Test section, 202. Gas flow channel, 203. Baffle, 3. Pneumatic chamber, 301. Shell, 302. Air inlet, 303. Air outlet, 304. Arc surface, 305. Arc groove, 4. Drive motor and speed increaser, 5. Linear module, 6. Base frame assembly, 7. Column, 701. Test chamber, 8. Connecting rod, 801. Mounting base, 802.

[0033] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0034] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0035] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0036] Furthermore, in this invention, descriptions involving "first," "second," etc., are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0037] In this invention, unless otherwise explicitly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection, an electrical connection, a physical connection, or a wireless communication connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two elements or the interaction between two elements, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0038] Furthermore, the technical solutions of the various embodiments of the present invention can be combined with each other, but only if they are feasible for those skilled in the art. If the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by the present invention.

[0039] Example 1

[0040] like Figure 1-3 The system shown is a simulation system for the ignition mechanism of a high-pressure compressor under extreme rubbing conditions in this embodiment. It is a horizontal structure. In this embodiment, the system mainly includes a base frame assembly 7, a drive assembly, a rubbing component 1, a blade simulation component 2, and a pneumatic chamber 3.

[0041] The friction component 1 is provided with a friction ring 101 to simulate the casing or stator of an aero-engine compressor; the blade simulation component 2 is provided with a test section 201 to simulate the friction end of an aero-engine compressor blade. The friction component 1 is made of the same material and with the same processing technology as the casing or stator blade, and the blade simulation component 2 is made of the same material and with the same processing technology as the actual compressor rotor blade.

[0042] The drive assembly is mounted on the base frame assembly 7. Specifically, the drive assembly includes a drive motor 4 and a speed increaser 5. The friction part 1 has a circular groove structure. The output end of the drive motor 4 is connected to the input end of the speed increaser 5. The output end of the speed increaser 5 is fixedly connected to the bottom axis of the friction part 1. The friction ring 101 is fixedly mounted at the groove end of the friction part 1. Thus, the friction ring 101 can be driven by the drive motor 4 to rotate at high speed around its own axis.

[0043] The pneumatic chamber 3 includes a shell 301 with an internal pneumatic cavity. One end of the shell 301 has an air inlet 302, and the other end has an air outlet 303. The flow area of ​​both the air inlet 302 and the air outlet 303 can be independently adjusted. Specifically, the chamber has a hexahedral structure. One side of the chamber is an arc-shaped surface 304 with the same curvature as the friction ring 101. The arc-shaped surface 304 has an arc-shaped groove 305 with the same curvature as the friction ring 101. The air inlet 302 and the air outlet 303 are located on opposite sides of the arc-shaped groove 305. A column 701 is provided on the base frame assembly 7. The bottom of the pneumatic chamber 3 is connected to the column 701. The arc-shaped surface 304 faces upward, and the inner ring of the friction ring 101 is embedded in the arc-shaped groove 305 on the arc-shaped surface 304. There is a gap of about 1 mm between the friction ring 101 and the groove wall of the arc-shaped groove 305. The blade simulator 2 is fixedly mounted at the bottom of the housing 301 by a multi-parameter sensor, and one end of the test section 201 is fixedly connected to the blade simulator 2, while the other end extends into the arc-shaped groove 305. The multi-parameter sensor is used to measure the impact load in the impact test. The pneumatic chamber 3 is connected to the column 701 via a linear module 6, allowing the pneumatic chamber 3 to have a linear displacement stroke on the column 701. During the displacement of the pneumatic simulation mechanism, the test section 201 moves closer to or further away from the impact ring 101. This allows the test section 201 to complete a collision test with the rotating collision ring 101. During the collision test, gas with a certain temperature, pressure, and flow rate can be introduced into the aerodynamic chamber 3 through the air inlet 302. The air flow rate can be changed by adjusting the flow channel area of ​​the air inlet 302. After passing through the test section 201, the gas flows out from the air outlet 303 and the arc groove 305. By adjusting the flow channel area of ​​the air outlet 303, the airflow parameters of the arc groove 305 are changed, thereby completing the aerodynamic load loading on the blade simulation component 2.

[0044] In this embodiment, when the linear module 6 adopts a stepper control method, the feed displacement is equal to the product of the lead screw pitch and the step angle. Using an optical encoder to measure the step angle, a stepper motor with a step angle of 1.8° and a lead screw pitch of 5mm corresponds to a feed displacement of 25μm. Therefore, when the feed step length is 5μm, a reducer with a speed of 5x or higher is required to meet the requirements. When the feed drive assembly adopts a hydraulic pulse extrusion method, the feed displacement is determined by the injection volume and the physical properties of the hydraulic fluid. With a feed step length of 5μm, the increase in hydraulic oil volume in a single-step cylinder is 2.45mm. 3 A high-pressure solenoid valve with a nominal diameter of 1mm, an operating frequency of 100Hz, and a single switching action time of 5ms is selected. With a hydraulic oil flow rate of 0.63m / s and a differential pressure between the hydraulic oil tank and the cylinder greater than 0.3kPa, the step length requirement can be met.

[0045] In specific implementation, the number of test sections 201 on the blade simulator 2 is multiple; in this embodiment, the number of test sections 201 on the blade simulator 2 is three. Each test section 201 is spaced apart on the blade simulator 2 along the length direction of the arc-shaped groove 305. The test sections 201 have a sheet-like structure, and the plane containing each test section 201 is parallel to or at an acute angle to the width direction of the arc-shaped groove 305. Figure 4 The diagram shows the state where the plane of the test section 201 is parallel to the width direction of the arc-shaped groove 305. Figure 5 The plane where the test section 201 is located is at an acute angle to the width direction of the arc groove 305, which allows for impact tests of the blades under different aerodynamic loads.

[0046] In a preferred embodiment, gas flow channels 202 are formed between two adjacent test sections 201 and between the test sections 201 at both ends and the inner wall of the housing 301. The blade simulation component 2 also includes baffles 203 provided on each gas flow channel 202 to adjust the gas flow area of ​​each gas flow channel 202, thereby enabling the simulation of different aerodynamic loads. Figure 6-7 As shown.

[0047] In a preferred embodiment, the friction element 1 is equipped with an electric heater to ensure that the temperature of the friction ring 101 reaches the set temperature (maximum 650°C) at the initial moment of the test. The electric heater can be a resistance wire fixedly mounted on the friction element 1. Heating the resistance wire can be achieved through a plug-and-play method, where the resistance wire is energized via a socket or plug before system startup. Once the friction ring 101 reaches the set temperature, the socket or plug is disconnected, and the system is then started to rotate the friction element 1 at high speed. Alternatively, the resistance wire can be continuously energized using a slip ring while rotating with the friction element 1, maintaining a constant heat flow power throughout the test to simulate the thermal load state of the casing under aero-engine operating conditions.

[0048] The test section is equipped with a temperature measuring device. In practice, the test section consists of a lower mating surface and an upper mating surface, which are fixedly attached to each other to form a test section. The temperature measuring device includes a thermocouple measuring end and measuring leads that are held between the lower and upper mating surfaces. The portion of the mating surface between the lower and upper mating surfaces corresponding to the thermocouple measuring end and measuring leads has an insulating coating.

[0049] Example 2

[0050] like Figure 8-10 The system shown is a simulation system for the ignition mechanism of a high-pressure compressor under extreme rubbing conditions in this embodiment. It is a vertical structure. In this embodiment, the system mainly includes a hollow test chamber 8, a drive assembly, a rubbing component 1, a blade simulation component 2, and a pneumatic chamber 3.

[0051] The friction component 1 is provided with a friction ring 101 to simulate the casing or stator of an aero-engine compressor; the blade simulation component 2 is provided with a test section 201 to simulate the friction end of an aero-engine compressor blade. The friction component 1 is made of the same material and with the same processing technology as the casing or stator blade, and the blade simulation component 2 is made of the same material and with the same processing technology as the actual compressor rotor blade.

[0052] The drive assembly is located inside the test chamber 8. Specifically, the drive assembly includes a drive motor 4 and a speed increaser 5. The speed increaser 5 is a gear speed increaser. The friction part 1 has a circular groove structure. The drive motor 4 is located at the bottom inside the test chamber 8. The output end of the drive motor 4 is arranged upward and connected to the input end of the speed increaser 5. The output end of the speed increaser 5 is arranged upward and fixedly connected to the bottom axis of the friction part 1. The friction ring 101 is fixedly installed at the groove end of the friction part 1 and faces upward. Thus, the drive motor 4 can drive the friction ring 101 to rotate at high speed around its own axis.

[0053] The pneumatic chamber 3 includes a shell 301 with an internal pneumatic cavity. One end of the shell 301 has an air inlet 302, and the other end has an air outlet 303. Both the air inlet 302 and the air outlet 303 have air nozzles. Specifically, the cavity has a hexahedral structure. One side of the cavity is an arc-shaped surface 304 with the same curvature as the friction ring 101. The arc-shaped surface 304 has an arc-shaped groove 305 with the same curvature as the friction ring 101. The air inlet 302 and the air outlet 303 are located on the two sides of the arc-shaped groove 305, respectively. The test chamber 8 has a connecting rod 801 at its top. One end of the connecting rod 801 is fixedly connected to the top of the test chamber 8, and the other end extends to the circular position of the impact ring 101. A mounting base 802 is provided on the extended end of the connecting rod 801. One end of the pneumatic chamber 3 is connected to the mounting base 802 via a straight line. The other end of the pneumatic chamber 3 is the arc-shaped surface 304. The inner ring of the impact ring 101 is embedded in the arc-shaped groove 305 on the arc-shaped surface 304, and there is a gap of about 1 mm between the impact ring 101 and the groove wall of the arc-shaped groove 305. The blade simulation component 2 is fixedly installed at the bottom of the housing 301 by a multi-parameter sensor. One end of the test part 201 is fixedly connected to the blade simulation component 2, and the other end extends into the arc-shaped groove 305. The multi-parameter sensor is used to measure the impact load in the impact test. Driven by the linear module 6, the pneumatic chamber 3 has a linear displacement stroke on the mounting base 802. During the displacement of the pneumatic simulation mechanism, the test section 201 moves closer to or further away from the friction ring 101. This allows the test section 201 to complete a friction test with the rotating friction ring 101. During the friction test, gas can be introduced into the pneumatic chamber 3 through the air inlet 302. After passing through the test section 201, the gas flows out from the air outlet 303 and the arc-shaped groove 305. The airflow rate can be changed by adjusting the flow channel area of ​​the air inlet 302, and the airflow parameters of the airflow out of the arc-shaped groove 305 can be changed by adjusting the flow channel area of ​​the air outlet 303, thereby completing the aerodynamic load loading on the blade simulation component 2. Preferably, there can be multiple pneumatic chambers 3 and linear modules 6. In this embodiment, two are shown, allowing multiple sets of tests to be performed simultaneously.

[0054] In this embodiment, when the linear module 6 adopts a stepper control method, the feed displacement is equal to the product of the lead screw pitch and the step angle. Using an optical encoder to measure the step angle, a stepper motor with a step angle of 1.8° and a lead screw pitch of 5mm corresponds to a feed displacement of 25μm. Therefore, when the feed step length is 5μm, a reducer with a speed of 5x or higher is required to meet the requirements. When the feed drive assembly adopts a hydraulic pulse extrusion method, the feed displacement is determined by the injection volume and the physical properties of the hydraulic fluid. With a feed step length of 5μm, the increase in hydraulic oil volume in a single-step cylinder is 2.45mm. 3A high-pressure solenoid valve with a nominal diameter of 1mm, an operating frequency of 100Hz, and a single switching action time of 5ms is selected. With a hydraulic oil flow rate of 0.63m / s and a differential pressure between the hydraulic oil tank and the cylinder greater than 0.3kPa, the step length requirement can be met.

[0055] In specific implementation, the number of test sections 201 on the blade simulator 2 is multiple; in this embodiment, the number of test sections 201 on the blade simulator 2 is three. Each test section 201 is spaced apart on the blade simulator 2 along the length direction of the arc-shaped groove 305. The test sections 201 have a sheet-like structure, and the plane containing each test section 201 is parallel to or at an acute angle to the width direction of the arc-shaped groove 305. Figure 4 The diagram shows the state where the plane of the test section 201 is parallel to the width direction of the arc-shaped groove 305. Figure 5 The plane where the test section 201 is located is at an acute angle to the width direction of the arc groove 305, which allows for impact tests of the blades under different aerodynamic loads.

[0056] In a preferred embodiment, gas flow channels 202 are formed between two adjacent test sections 201 and between the test sections 201 at both ends and the inner wall of the housing 301. The blade simulation component 2 also includes baffles 203 provided on each gas flow channel 202 to adjust the gas flow area of ​​each gas flow channel 202, thereby enabling the simulation of different aerodynamic loads. Figure 6-7 As shown.

[0057] In a preferred embodiment, the friction element 1 is equipped with an electric heater to ensure that the temperature of the friction ring 101 reaches the set temperature (maximum 650°C) at the initial moment of the test. The electric heater can be a resistance wire fixedly mounted on the friction element 1. Heating the resistance wire can be achieved through a plug-and-play method, where the resistance wire is energized via a socket or plug before system startup. Once the friction ring 101 reaches the set temperature, the socket or plug is disconnected, and the system is then started to rotate the friction element 1 at high speed. Alternatively, the resistance wire can be continuously energized using a slip ring while rotating with the friction element 1, maintaining a constant heat flow power throughout the test to simulate the thermal load state of the casing under aero-engine operating conditions.

[0058] The test section is equipped with a temperature measuring device. In practice, the test section consists of a lower mating surface and an upper mating surface, which are fixedly attached to each other to form a test section. The temperature measuring device includes a thermocouple measuring end and measuring leads that are held between the lower and upper mating surfaces. The portion of the mating surface between the lower and upper mating surfaces corresponding to the thermocouple measuring end and measuring leads has an insulating coating.

[0059] Example 3

[0060] Based on the simulation system for the ignition mechanism of high-pressure compressor under extreme friction conditions in Examples 1 and 2, this example discloses a simulation method for the ignition mechanism of high-pressure compressor under extreme friction conditions. The specific process is as follows:

[0061] After the test system is assembled and debugged, the drive motor is started to rotate the collision component. Once stable, the linear module is activated, and the test unit gradually approaches the collision ring at a given step size. Upon reaching the contact position, an initial collision state is established, ensuring the collision power density is equivalent to the actual collision power density. The drive motor speed and linear module feed step size are controlled according to the test logic sequence at a given rate of change (not too large under steady-state testing). The measurement and control system records parameters such as feed displacement, collision load, and specimen temperature. Post-test data processing yields basic collision strength data. Effective test parameters and conditions are obtained through temperature rise rate screening. Equivalent collision relationships under different conditions are established based on the collision strength.

[0062] The above description is merely a preferred embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention's specification and drawings under the inventive concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A high-pressure compressor extreme rub condition ignition mechanism test simulation system, characterized by, The system comprises a driving assembly, a rubbing element, a blade simulation element and a pneumatic chamber. The rubbing element is provided with a rubbing ring for simulating the casing or stator of an aviation turbine engine compressor. The pneumatic chamber comprises a shell with a pneumatic cavity inside. The shell is provided with an air inlet at one end and an air outlet at the other end. The flow channel area of the air inlet and the air outlet can be independently adjusted. One side of the cavity is an arc surface with the same curvature as the rubbing ring. The arc surface is provided with an arc-shaped groove with the same curvature. The air inlet and the air outlet are respectively located on the two sides of the arc-shaped groove.

2. The high-pressure compressor extreme rub condition ignition mechanism test simulation system of claim 1, wherein The inner ring of the rubbing ring is embedded in the arc-shaped groove.

3. A method of blade rub testing under simulated conditions of a compressor system gas flow, characterized by, The blade simulation element is provided with a test part for simulating the rubbing end of the blade of the aviation engine compressor. The test part is fixed in the shell and extends into the arc-shaped groove. The number of the test parts on the blade simulation element is one or more. The test parts are arranged on the blade simulation element along the length direction of the arc-shaped groove. The test parts are in a sheet structure. The planes of the test parts are parallel or at an acute angle to the width direction of the arc-shaped groove. Gas flow channels are formed between adjacent test parts and between the test parts at both ends and the inner wall of the shell. The blade simulation element further comprises a stopper arranged on each gas flow channel for adjusting the gas flow area of each gas flow channel. The system further comprises a base frame assembly. The driving assembly and the pneumatic chamber are arranged on the base frame assembly. The driving assembly comprises a driving motor and a speed increaser. The driving motor is connected to the rubbing element through the speed increaser. The pneumatic chamber has a linear displacement stroke on the base frame assembly. The test part approaches or moves away from the rubbing ring during the displacement of the pneumatic simulation mechanism. An electric heater is arranged on the rubbing element to ensure that the temperature of the rubbing ring reaches a set temperature at the initial moment of the test. The blade rubbing test system is used for rubbing test under the air flow simulation condition of the compressor system.

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