Aircraft engine high-altitude transition state full-environment simulation test platform and control method

Abstract

The present invention discloses a high-altitude transition state full-environment simulation test platform for aircraft engines and a control method. The high-altitude transition state full-environment simulation test platform for aircraft engines includes an environmental chamber low-temperature and low-pressure simulation system, an intake low-temperature and low-pressure simulation system, and an exhaust low-temperature and low-pressure simulation system. The environmental chamber low-temperature and low-pressure simulation system includes an environmental chamber, a humidity control component, and a refrigerator. An aircraft engine is installed in the environmental chamber. The intake low-temperature and low-pressure simulation system is connected to the environmental chamber low-temperature and low-pressure simulation system and includes three air intake paths, each of which is provided with a humidity control component. The exhaust low-temperature and low-pressure simulation system is connected to the above two simulation systems and includes an exhaust plume pipe, a vacuum pump group, a humidity control component, and a refrigerator. The vacuum pump group is used to extract gas from the above three simulation systems. The high-altitude transition state full-environment simulation test platform for aircraft engines of the embodiment of the present invention not only has a transition state function, but also can realize full-environment simulation.

Description

Technical Field

[0001] The present invention relates to the technical field of aero-engines, and in particular to an aero-engine high-altitude transition state full-environment simulation test platform and a control method. Background Art

[0002] In the existing technology, there are two main methods for high-altitude performance testing of aircraft engines. One is to directly pull the aircraft engine to a location with a higher altitude for corresponding experiments. However, the experimental equipment is not accurate and requires a lot of time and cost. At the same time, it is impossible to obtain high-altitude experimental data (such as above 6,000 meters) due to regional altitude restrictions; the other method is high-altitude environment simulation, which recreates aerial flight conditions on the ground and conducts major facility platforms for experimental measurement of high-altitude characteristics of aircraft engines. These are collectively referred to as aircraft engine high-altitude simulation test platforms, which are the most effective performance debugging and technical breakthrough experimental platforms in the development process of aircraft engines.

[0003] Among them, aircraft engine high-altitude simulation test platforms can be mainly divided into three types according to the air intake method, namely direct connection type, free jet type and propulsion wind tunnel type. The direct connection type can simulate the air intake and exhaust environment of the aircraft engine, but cannot simulate the humidity of the intake, the humidity of the exhaust, the low temperature of the exhaust, etc., and it cannot simulate the fuselage environment; the free jet type adds an integrated simulation of the air intake duct, but still cannot achieve full-environment simulation of the fuselage; the propulsion wind tunnel type is a simulation of the entire environment, but the flow rate is huge and the experimental cost is very high. It is generally used for experiments on small or scaled verification aircraft, and the existing aircraft engine high-altitude simulation test platform only has a steady-state high-altitude simulation function, and does not have a full range of rapid adjustment functions in the transition state.

[0004] In other words, the existing high-altitude simulation test platform for aircraft engines only has steady-state high-altitude simulation functions, does not have a full range of rapid adjustment functions in the transition state, and cannot simulate the entire environment of aircraft engines. At the same time, the existing high-altitude simulation test platform for aircraft engines cannot test various types of aircraft engines, has a narrow scope of application and is high in cost. Summary of the Invention

[0005] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides a high-altitude transition-state full-environment simulation test platform for aircraft engines. The platform has a comprehensive and rapid transition-state adjustment function and can simulate the full environment of aircraft engines. This solves the technical problem that existing high-altitude transition-state full-environment simulation test platforms for aircraft engines lack this comprehensive and rapid transition-state adjustment function and are unable to simulate the full environment of aircraft engines.

[0006] The present invention also aims to propose a control method for an aero-engine high-altitude transition state full-environment simulation test platform.

[0007] According to an embodiment of the present invention, an aircraft engine high-altitude transition state full-environment simulation test platform includes: an environmental cabin low-temperature and low-pressure simulation system, the environmental cabin low-temperature and low-pressure simulation system includes an environmental cabin, a first humidity control component capable of adjusting the humidity of the environmental cabin, and a first refrigerator capable of adjusting the temperature of the environmental cabin, wherein the environmental cabin is provided with an aircraft engine to be tested; an intake low-temperature and low-pressure simulation system, the intake low-temperature and low-pressure simulation system is connected to the environmental cabin low-temperature and low-pressure simulation system and includes a first air intake path for conveying normal-temperature gas toward the environmental cabin low-temperature and low-pressure simulation system, a second air intake path for conveying high-temperature gas toward the environmental cabin low-temperature and low-pressure simulation system, and a second air intake path for conveying high-temperature gas toward the environmental cabin low-temperature and low-pressure simulation system. The cabin low-temperature and low-pressure simulation system has a third air inlet for transporting low-temperature gas, and the first air inlet, the second air inlet and the third air inlet are each provided with a second humidity control component; the exhaust low-temperature and low-pressure simulation system, the exhaust low-temperature and low-pressure simulation system is respectively connected with the environmental cabin low-temperature and low-pressure simulation system and the intake low-temperature and low-pressure simulation system and includes an exhaust plume pipe, a vacuum pump group, a third humidity control component for adjusting the humidity of the exhaust plume pipe and a second refrigerator for adjusting the temperature of the exhaust plume pipe, and the vacuum pump group is used to extract gas from the environmental cabin low-temperature and low-pressure simulation system, the intake low-temperature and low-pressure simulation system and the exhaust low-temperature and low-pressure simulation system.

[0008] According to the embodiment of the present invention, the aircraft engine high-altitude transition state full-environment simulation test platform is provided with an environmental chamber low-temperature and low-pressure simulation system, and a first humidity control component capable of adjusting the humidity of the environmental chamber and a first refrigerator capable of adjusting the temperature of the environmental chamber are provided to simulate the fuselage environment, that is, to simulate the low-temperature and humidity environment of the fuselage; by providing a second humidity control component on the first air inlet path, the second air inlet path and the third air inlet path, and providing a third humidity control component for adjusting the humidity of the exhaust plume pipe, the intake humidity and the exhaust humidity can be simulated; by providing a system for extracting the environmental chamber low-temperature and low-pressure simulation system, the intake low-temperature and low-pressure simulation system and the exhaust low-temperature and low-pressure simulation system, the intake low-temperature and low-pressure simulation system and the exhaust low-temperature and low-pressure simulation system are provided. The vacuum pump group for the gas in the simulated system can simulate the low pressure of the intake, low pressure of the exhaust, and low pressure environment of the fuselage. By providing a third air intake path for delivering low-temperature gas and a second refrigerator for regulating the temperature of the exhaust plume pipe, the low temperature of the intake and low temperature of the exhaust can be simulated. In other words, the present application can simulate the low temperature, low pressure, and humidity environment of the intake, exhaust, and fuselage, that is, realize full-environment simulation. In addition, by providing a first air intake path, a second air intake path, and a third air intake path, the cooperation of the first air intake path, the second air intake path, and the third air intake path can enable the aircraft engine high-altitude transition state full-environment simulation test platform of the present application to have a full-range rapid adjustment function for its transition state. In other words, the aircraft engine high-altitude transition state full-environment simulation test platform of the present application not only has the transition state function, but also has the simulation of the entire environment, thereby improving the performance of the aircraft engine high-altitude transition state full-environment simulation test platform.

[0009] According to some embodiments of the present invention, the aircraft engine high-altitude transition state full-environment simulation test platform, the environmental chamber low-temperature and low-pressure simulation system includes an environmental chamber air intake pipe connected to the environmental chamber and an engine air intake pipe connected to the aircraft engine, and the air intake low-temperature and low-pressure simulation system includes a mixer; the first air intake path, the second air intake path, the third air intake path and the mixer all include an air intake end and an exhaust end, the exhaust end of the first air intake path, the exhaust end of the second air intake path and the exhaust end of the third air intake path are connected to the air intake end of the mixer, and the air outlet end of the mixer is connected to the environmental chamber air intake pipe and the engine air intake pipe.

[0010] Optionally, the gas outlet end of the mixer is communicated with the vacuum pump group, and a first regulating valve is provided between the gas outlet end of the mixer and the vacuum pump group.

[0011] Optionally, the environmental chamber low temperature and low pressure simulation system includes an environmental chamber exhaust pipe connected to the environmental chamber and an engine exhaust pipe connected to the aircraft engine, the environmental chamber exhaust pipe is connected to the vacuum pump group, and the engine exhaust pipe is connected to the exhaust plume pipe; wherein, a second regulating valve is provided between the environmental chamber exhaust pipe and the vacuum pump group.

[0012] Optionally, the environmental chamber low temperature and low pressure simulation system also includes an adjustment plate and a dynamometer element, the adjustment plate is arranged in the environmental chamber for adjusting the volume of the environmental chamber, and the dynamometer element, the engine intake pipe and the engine exhaust pipe are all detachably connected to the aircraft engine.

[0013] Optionally, the intake low temperature and low pressure simulation system includes an intake assembly, and the intake end of the first intake path, the intake end of the second intake path, and the intake end of the third intake path are interconnected and connected to the intake assembly at the same time.

[0014] Optionally, the first air intake path is provided with a first stop valve, a third regulating valve, a first flow meter and a first temperature and pressure sensor arranged in sequence along the flow direction of the gas, and the second humidity control component of the first air intake path is located between the third regulating valve and the first flow meter; the second air intake path is provided with a second stop valve, a heating furnace, a fourth regulating valve, a second flow meter and a second temperature and pressure sensor arranged in sequence along the flow direction of the gas, and the second humidity control component of the second air intake path is located between the heating furnace and the fourth regulating valve; the third air intake path is provided with a third stop valve, a dryer, an intake air refrigerator, a fifth regulating valve, a third flow meter and a third temperature and pressure sensor arranged in sequence along the flow direction of the gas, and the second humidity control component of the third air intake path is located between the dryer and the intake air refrigerator.

[0015] Optionally, the exhaust low-temperature and low-pressure simulation system includes a water-cooled heat exchanger, a spray demister, a sixth regulating valve, a fourth temperature and pressure sensor, a pressure compensating valve, a fourth flow meter and an exhaust tower arranged in sequence along the flow direction of the gas; wherein, the exhaust plume pipe is arranged between the environmental chamber low-temperature and low-pressure simulation system and the water-cooled heat exchanger, and the vacuum pump group is arranged between the pressure compensating valve and the fourth flow meter.

[0016] According to an embodiment of the present invention, a control method for an aircraft engine high-altitude transition state full-environment simulation test platform includes the following steps: placing the aircraft engine in the environmental chamber; starting the aircraft engine under ground air intake conditions, and judging whether the aircraft engine is in normal condition, and if so, executing the next step; if not, performing troubleshooting; determining a simulation altitude, and adjusting the environmental chamber low-temperature and low-pressure simulation system, the intake low-temperature and low-pressure simulation system, and the exhaust low-temperature and low-pressure simulation system according to the simulation altitude; and detecting the high-altitude power performance and emission characteristics of the aircraft engine.

[0017] According to the control method of the aircraft engine high-altitude transition state full-environment simulation test platform of an embodiment of the present invention, after determining the simulation altitude, by adjusting the environmental chamber low-temperature and low-pressure simulation system, the intake low-temperature and low-pressure simulation system and the exhaust low-temperature and low-pressure simulation system, a steady-state condition full-environment high-altitude simulation can be achieved, thereby improving the accuracy of the detection of the aircraft engine's high-altitude power performance and emission characteristics.

[0018] According to some embodiments of the present invention, the control method of the aircraft engine high-altitude transition state full-environment simulation test platform further includes the following steps before detecting the high-altitude power performance and emission characteristics of the aircraft engine: individually adjusting the first air intake path, the second air intake path or the third air intake path; or, combining and adjusting two of the first air intake path, the second air intake path and the third air intake path; and adjusting the load of the vacuum pump group.

[0019] Additional aspects and advantages of the invention will become apparent from the description which follows, or may be learned by practice of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments with reference to the following drawings, in which:

[0021] Figure 1 The present invention is a schematic diagram of the principle of an aero-engine high-altitude transition state full-environment simulation test platform according to some embodiments of the present invention.

[0022] Figure 2 Schematic diagram of the principle of the low temperature and low pressure simulation system of the environmental chamber in some embodiments of the present invention.

[0023] Figure 3 Schematic diagram of the principle of the environmental chamber of some embodiments of the present invention.

[0024] Figure 4 Schematic diagram of the principle of the intake low temperature and low pressure simulation system in some embodiments of the present invention.

[0025] Figure 5 Schematic diagram of the principle of the exhaust low temperature and low pressure simulation system according to some embodiments of the present invention.

[0026] Figure 6 The present invention is a flowchart of a control method for an aero-engine high-altitude transient full-environment simulation test platform according to some embodiments of the present invention.

[0027] Figure 7 This is a flow chart of a control method for an aero-engine high-altitude transient full-environment simulation test platform according to other embodiments of the present invention.

[0028] Reference numerals:

[0029] 1000. Aviation engine high-altitude transition state full-environment simulation test platform;

[0030] 100. Environmental chamber low temperature and low pressure simulation system;

[0031] 110. Environmental chamber;

[0032] 120. First humidity control assembly; 121. First humidity controller; 122. First humidity regulating valve;

[0033] 130. First refrigerator;

[0034] 141. Environmental chamber air inlet pipe; 142. Environmental chamber exhaust pipe;

[0035] 151. Engine intake pipe; 152. Engine exhaust pipe;

[0036] 160, adjustment plate; 161, first adjustment plate; 162, second adjustment plate; 163, sealing ring;

[0037] 170. Dynamometer element; 180. Sixth temperature and pressure sensor; 190. Pipe replacement flange;

[0038] 200. Intake low temperature and low pressure simulation system;

[0039] 210, first air intake path;

[0040] 211, first stop valve; 212, third regulating valve;

[0041] 213. First flow meter; 214. First temperature and pressure sensor;

[0042] 220, second air intake path;

[0043] 221, second stop valve; 222, heating furnace; 223, fourth regulating valve;

[0044] 224. Second flow meter; 225. Second temperature and pressure sensor;

[0045] 230, third air intake path;

[0046] 231. Third stop valve; 232. Dryer; 233. Inlet air refrigeration unit;

[0047] 234, fifth regulating valve; 235, third flow meter; 236, third temperature and pressure sensor;

[0048] 240, second humidity control assembly; 241, second humidity controller; 242, second humidity regulating valve;

[0049] 250, mixer;

[0050] 260, air intake assembly; 261, air intake tower; 262, air supply unit; 263, filter;

[0051] 300. Exhaust low temperature and low pressure simulation system;

[0052] 310, exhaust plume pipe;

[0053] 311, third humidity control assembly; 3111, third humidity controller; 3112, third humidity regulating valve;

[0054] 312, second refrigerator;

[0055] 320, vacuum pump unit; 330, water-cooled heat exchanger; 340, spray demister;

[0056] 350, sixth regulating valve; 360, fourth temperature and pressure sensor; 370, pressure compensating valve;

[0057] 380, fourth flow meter; 390, exhaust tower;

[0058] 410, first regulating valve; 420, second regulating valve;

[0059] 510, fifth flow meter; 520, sixth flow meter;

[0060] 600, fifth temperature and pressure sensor; 700, seventh temperature and pressure sensor; 800, seventh flow meter;

[0061] 2000. Aircraft engines. DETAILED DESCRIPTION

[0062] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0063] In the description of the present invention, it should be understood that the terms "up", "down", "left", "right", "inside", "outside", etc., indicating directions or positional relationships, are based on the directions or positional relationships 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 direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention.

[0064] The following describes an aircraft engine high-altitude transient full-environment simulation test platform 1000 according to an embodiment of the present invention with reference to the accompanying drawings.

[0065] like Figure 1 As shown, an aircraft engine high-altitude transition state full-environment simulation test platform 1000 according to an embodiment of the present invention includes: an environmental chamber low-temperature and low-pressure simulation system 100, an intake low-temperature and low-pressure simulation system 200, and an exhaust low-temperature and low-pressure simulation system 300.

[0066] Among them, such as Figure 2 As shown, the environmental chamber low temperature and low pressure simulation system 100 includes an environmental chamber 110, a first humidity control component 120 and a first refrigerator 130. The first humidity control component 120 can adjust the humidity of the environmental chamber 110, and the first refrigerator 130 can adjust the temperature of the environmental chamber 110. The environmental chamber 110 is provided with an aircraft engine 2000 to be tested (the specific location of the aircraft engine 2000 can be seen in FIG. Figure 3 Here, it can be understood that the first humidity control component 120 is used to adjust the humidity of the environmental chamber 110 to achieve a humidity environment that simulates the fuselage; the first refrigerator 130 is used to adjust the temperature of the environmental chamber 110 to achieve a low-temperature environment that simulates the fuselage, thereby facilitating accurate testing of the aircraft engine 2000 in the environmental chamber 110 and improving the accuracy of the testing.

[0067] In some examples, such as Figure 2 As shown, the first humidity control component 120 includes a first humidity controller 121 and a first humidity regulating valve 122. The first humidity controller 121 can generate water vapor when the environmental chamber 110 requires a certain humidity, and the first humidity regulating valve 122 regulates the amount of water vapor delivered into the environmental chamber 110, so as to accurately adjust the humidity in the environmental chamber 110, so that an environment with a certain humidity is formed in the environmental chamber 110.

[0068] In some examples, such as Figure 2 As shown, the first refrigerator 130 is in communication with the environmental chamber 110 and is mainly used to cool the environmental chamber 110 so that the environmental chamber 110 is in a low temperature environment state.

[0069] That is to say, the environmental chamber 110 of the present application can maintain a certain humidity and be in a low temperature state, so as to simulate the low temperature and humidity environment of the fuselage.

[0070] In some examples, a mounting platform is provided in the environmental chamber 110 , and the aircraft engine 2000 is mounted on the mounting platform, so that the aircraft engine 2000 is placed in the environmental chamber 110 .

[0071] like Figure 1 As shown, the intake low-temperature and low-pressure simulation system 200 is connected to the environmental chamber low-temperature and low-pressure simulation system 100. This facilitates the delivery of gas from the intake low-temperature and low-pressure simulation system 200 to the environmental chamber low-temperature and low-pressure simulation system 100, thereby facilitating subsequent testing of the aircraft engine 2000 within the environmental chamber low-temperature and low-pressure simulation system 100.

[0072] Combine Figure 1 and Figure 4 As shown, the air intake low-temperature and low-pressure simulation system 200 includes a first air intake path 210, a second air intake path 220 and a third air intake path 230. The first air intake path 210 conveys normal temperature gas toward the environmental chamber low-temperature and low-pressure simulation system 100, the second air intake path 220 conveys high temperature gas toward the environmental chamber low-temperature and low-pressure simulation system 100, and the third air intake path 230 conveys low temperature gas toward the environmental chamber low-temperature and low-pressure simulation system 100. A second humidity control component 240 is provided on the first air intake path 210, the second air intake path 220 and the third air intake path 230.

[0073] Among them, by setting up a third air inlet path 230 for transporting low-temperature gas toward the low-temperature and low-pressure simulation system 100 of the environmental chamber, simulated intake low temperature can be achieved; by setting up a second humidity control component 240 on the first air inlet path 210, the second air inlet path 220 and the third air inlet path 230, simulated intake humidity can be achieved.

[0074] In some examples, such as Figure 4 As shown, the second humidity control component 240 includes a second humidity controller 241 and a second humidity regulating valve 242. The second humidity controller 241 can generate water vapor when the intake air requires a certain humidity and the second humidity regulating valve 242 can adjust the water vapor delivery amount to achieve the simulation of the intake air humidity.

[0075] like Figure 1 and Figure 5As shown, the exhaust low temperature and low pressure simulation system 300 is connected to the environmental chamber low temperature and low pressure simulation system 100 and the intake low temperature and low pressure simulation system 200 respectively. The exhaust low temperature and low pressure simulation system 300 includes an exhaust plume pipe 310, a vacuum pump group 320, a third humidity control component 311 and a second refrigerator 312. The third humidity control component 311 is used to adjust the humidity of the exhaust plume pipe 310, and the second refrigerator 312 is used to adjust the temperature of the exhaust plume pipe 310.

[0076] Among them, by setting the third humidity control component 311 to adjust the humidity of the exhaust plume pipe 310, simulated exhaust humidity can be achieved, and by setting the second refrigerator 312 to adjust the temperature of the exhaust plume pipe 310, simulated exhaust low temperature can be achieved, so that the exhaust plume pipe 310 can maintain low temperature and certain humidity conditions for research on exhaust material plume evolution, plume morphology visualization, etc.

[0077] In some examples, such as Figure 5 As shown, the third humidity control component 311 includes a third humidity controller 3111 and a third humidity regulating valve 3112. The third humidity controller 3111 can generate water vapor when the exhaust requires a certain humidity and the third humidity regulating valve 3112 can adjust the water vapor delivery amount to achieve simulation of exhaust humidity.

[0078] At the same time, in some examples, such as Figure 1 and Figure 5 As shown, the second refrigerator 312 is in communication with the exhaust plume pipe 310 and is mainly used to cool the exhaust plume pipe 310 , thereby achieving low-temperature simulation of exhaust gas.

[0079] The vacuum pump group 320 is used to extract gas from the environmental chamber low-temperature and low-pressure simulation system 100, the intake low-temperature and low-pressure simulation system 200, and the exhaust low-temperature and low-pressure simulation system 300. When the vacuum pump group 320 extracts gas from the environmental chamber low-temperature and low-pressure simulation system 100, low-pressure simulation of the environmental chamber 110 can be achieved; when the vacuum pump group 320 extracts gas from the intake low-temperature and low-pressure simulation system 200, low-pressure simulation of the intake can be achieved; and when the vacuum pump group 320 extracts gas from the exhaust low-temperature and low-pressure simulation system 300, low-pressure simulation of the exhaust can be achieved.

[0080] It should be noted that the vacuum pump group 320 mentioned above extracts the gas in the exhaust low-temperature and low-pressure simulation system 300. In some examples, the vacuum pump group 320 can extract the gas in the exhaust plume pipe 310 to discharge the gas in the exhaust plume pipe 310, thereby realizing low-pressure simulation of exhaust.

[0081] To sum up, the present application can simulate the low temperature, low pressure and humidity environment of the fuselage, the low temperature, low pressure and humidity environment of the intake air, and the low temperature, low pressure and humidity environment of the exhaust air, thereby realizing full environment simulation.

[0082] In addition, since the intake low temperature and low pressure simulation system 200 is provided with a first intake path 210, a second intake path 220 and a third intake path 230 that can deliver different temperatures, in the specific detection process, the three intake paths of normal temperature, temperature control and low temperature can be combined to adjust the intake of the transition state aircraft engine 2000 and the sudden change of temperature and humidity of the environmental chamber 110, and by adjusting the load of the vacuum pump group 320, the sudden change of intake, exhaust and pressure of the transition state aircraft engine 2000 and the environmental chamber 110 can be adjusted, thereby realizing the transition state simulation.

[0083] Therefore, it can be seen from the above structure that the aircraft engine high-altitude transition state full-environment simulation test platform 1000 of the embodiment of the present invention not only has the steady-state high-altitude simulation function of the aircraft engine 2000, but also has the full-range rapid adjustment function of its transition state.

[0084] In addition, the aircraft engine high-altitude transition state full-environment simulation test platform 1000 of the present application can not only simulate the low temperature, low pressure and humidity of the intake air, but also simulate the low temperature, low pressure and humidity of the exhaust air, and at the same time simulate the fuselage environment to achieve full-environment simulation.

[0085] It should be noted that by simulating the low temperature of exhaust, it is possible to simulate the evolution of its emission substances and their environmental impact, as well as the impact of low temperature on the temperature field such as the combustion of the engine itself.

[0086] It should also be noted that the present application can achieve a low temperature, low pressure and humidity environment simulating the fuselage by setting up an environmental chamber 110, a first humidity control component 120, a first refrigerator 130 and a vacuum pump group 320. Compared with the propulsion wind tunnel type high-altitude simulation test platform in the prior art, low flow can be achieved, thereby reducing the use cost of the aircraft engine high-altitude transition state full-environment simulation test platform 1000 of the present application.

[0087] It can be understood that compared with the existing technology, the aircraft engine high-altitude transition state full-environment simulation test platform 1000 of the present application can realize full-environment simulation and transition state simulation, and has low usage cost, thereby reducing the detection cost of the aircraft engine 2000 and improving the detection accuracy.

[0088] In a specific example, since the present application is provided with a first air intake path 210, a second air intake path 220 and a third air intake path 230, when it is necessary to simulate the climbing process of the aircraft engine 2000 from low altitude to high altitude, the ambient temperature and pressure are both dropping rapidly and continuously at this time. Therefore, the intake flow rate of the third air intake path 230 can be instantly increased, and the intake flow rate of the first air intake path 210 and the second air intake path 220 can be instantly reduced to achieve a transient drop in the intake temperature of the aircraft engine 2000 and the environmental chamber 110. At the same time, the load of the vacuum pump group 320 is instantly increased, so that the vacuum suction force of the vacuum pump group 320 increases instantly, so that the intake pressure, exhaust pressure and pressure of the environmental chamber 110 can achieve the rapid drop required by the transition state.

[0089] Accordingly, when it is necessary to simulate the landing process of the aircraft engine 2000 from high altitude to low altitude, the ambient temperature and pressure both rise rapidly from low pressure in an instant. Therefore, the intake flow rate of the third air intake path 230 can be instantly reduced, and the intake flow rate of the first air intake path 210 and the second air intake path 220 can be instantly increased to achieve a transient increase in the intake temperature of the aircraft engine 2000 and the environmental chamber 110. At the same time, the load of the vacuum pump group 320 is instantly reduced, so that the vacuum suction force of the vacuum pump group 320 drops instantly, so that the intake pressure, exhaust pressure and the pressure of the environmental chamber 110 can achieve the rapid increase required by the transition state.

[0090] In addition, the second humidity control component 240 can transiently adjust the humidity in the first air inlet path 210 , the second air inlet path 220 , and the third air inlet path 230 by controlling the rate of steam generation, thereby achieving transient state simulation.

[0091] It can be seen from this that the present application overcomes the shortcomings of traditional single-branch and two-branch systems that cannot achieve transition state temperature regulation through the above invention points.

[0092] It should be emphasized that the above-mentioned reduction of the intake flow rate of the first air intake path 210, the second air intake path 220 and the third air intake path 230 or increase of the intake flow rate of the first air intake path 210, the second air intake path 220 and the third air intake path 230 can be determined according to the speed of rising or falling of the simulated altitude, and no specific limitation is made here.

[0093] At the same time, since the present application sets up an environmental chamber low-temperature and low-pressure simulation system 100, an intake low-temperature and low-pressure simulation system 200 and an exhaust low-temperature and low-pressure simulation system 300 to realize intake low-temperature and low-pressure and humidity simulation, exhaust low-temperature and low-pressure and humidity simulation and fuselage environment low-temperature and low-pressure and humidity simulation, it overcomes the shortcomings of traditional test platforms that have no fuselage environment simulation and only low-pressure simulation of exhaust without low-temperature and humidity simulation.

[0094] In some embodiments of the present invention, Figure 3As shown, the environmental chamber low-temperature and low-pressure simulation system 100 includes an environmental chamber air intake pipe 141 and an engine air intake pipe 151. The environmental chamber air intake pipe 141 is connected to the environmental chamber 110, and the engine air intake pipe 151 is connected to the aircraft engine 2000. This allows the environmental chamber air intake pipe 141 to deliver gas to the environmental chamber 110, and the engine air intake pipe 151 to deliver gas to the aircraft engine 2000.

[0095] Alternatively, as Figure 1 As shown, the intake low temperature and low pressure simulation system 200 includes a mixer 250, and the first intake path 210, the second intake path 220, the third intake path 230 and the mixer 250 all include an intake end and an exhaust end. The exhaust end of the first intake path 210, the exhaust end of the second intake path 220 and the exhaust end of the third intake path 230 are connected to the intake end of the mixer 250, and the outlet end of the mixer 250 is connected to the environmental chamber intake pipe 141 and the engine intake pipe 151. It can be understood here that the first air intake path 210, the second air intake path 220 and the third air intake path 230 can all transport the gas inside them to the mixer 250, and then the gas in the first air intake path 210, the second air intake path 220 or the third air intake path 230 is transported to the environmental chamber air intake pipe 141 and the engine air intake pipe 151 through the mixer 250, and finally the environmental chamber air intake pipe 141 is used to transport the gas to the environmental chamber 110 and the engine air intake pipe 151 is used to transport the gas to the aircraft engine 2000, so as to achieve the purpose of transporting low-temperature, low-pressure and certain humidity gas to the environmental chamber 110 and the aircraft engine 2000.

[0096] In some examples, a first outlet pipe and a second outlet pipe (not shown) are provided at the outlet end of the mixer 250. The first outlet pipe is connected to the environmental chamber air inlet pipe 141, and the second outlet pipe is connected to the engine air inlet pipe 151. This ensures that the outlet end of the mixer 250 is connected to the environmental chamber air inlet pipe 141 and the engine air inlet pipe 151.

[0097] Optionally, both the first air outlet pipe and the second air outlet pipe are provided with air outlet regulating valves (not shown in the figure) to adjust the air outlet flow rate of the first air outlet pipe and the air outlet flow rate of the second air outlet pipe.

[0098] Alternatively, as Figure 1 As shown, the outlet of the mixer 250 is in communication with the vacuum pump assembly 320, and a first regulating valve 410 is provided between the outlet of the mixer 250 and the vacuum pump assembly 320. It can be understood that the outlet of the mixer 250 is in communication not only with the environmental chamber air intake pipe 141 and the engine air intake pipe 151, but also with the vacuum pump assembly 320, so that the vacuum pump assembly 320 can be used to extract the flow rate within the intake low-temperature and low-pressure simulation system 200, thereby achieving low intake pressure.

[0099] A first regulating valve 410 is provided between the gas outlet of the mixer 250 and the vacuum pump assembly 320 . The first regulating valve 410 is used to regulate the gas flow rate, thereby regulating the intake pressure.

[0100] In summary, it can be understood that the air inlet end of the mixer 250 of the present application is simultaneously connected to the first air inlet path 210, the second air inlet path 220 and the third air inlet path 230 for receiving gases at normal temperature, high temperature and low temperature. The air outlet end of the mixer 250 is divided into two paths, one path enters the low-temperature and low-pressure simulation system 100 of the environmental chamber, and the other path is connected to the vacuum pump group 320 of the exhaust low-temperature and low-pressure simulation system 300. The vacuum pump group 320 extracts a part of the intake air to achieve low pressure of the intake air.

[0101] Alternatively, as Figure 3 As shown, the environmental chamber low-temperature and low-pressure simulation system 100 includes an environmental chamber exhaust pipe 142 and an engine exhaust pipe 152. The environmental chamber exhaust pipe 142 connects the environmental chamber 110 and the vacuum pump assembly 320, while the engine exhaust pipe 152 connects the aircraft engine 2000 and the exhaust plume pipe 310. In this way, the vacuum pump assembly 320 can extract gas from the environmental chamber 110 through the environmental chamber exhaust pipe 142 to achieve low-pressure simulation of the environmental chamber 110. At the same time, the engine exhaust pipe 152 is connected to the exhaust plume pipe 310 to discharge gas from the aircraft engine 2000 to enable testing of the aircraft engine 2000.

[0102] In some examples, the exhaust low temperature and low pressure simulation system 300 includes branch one and branch two. Branch one is provided with an exhaust plume pipe 310 and is connected to the engine exhaust pipe 152. Branch two is connected to the environmental chamber exhaust pipe 142, thereby connecting the environmental chamber exhaust pipe 142 to the vacuum pump group 320 and connecting the engine exhaust pipe 152 to the exhaust plume pipe 310.

[0103] Of course, in some examples, such as Figure 1 As shown, branch 2 is also connected to the mixer 250 of the intake low temperature and low pressure simulation system 200 , so as to facilitate communication between the mixer 250 and the vacuum pump group 320 .

[0104] In summary, the environmental chamber air intake pipe 141 and the engine air intake pipe 151 of the present application both come from the air supply of the air intake low-temperature and low-pressure simulation system 200, and the environmental chamber air intake pipe 141 brings the gas into the environmental chamber 110 and discharges it through the environmental chamber exhaust pipe 142. The environmental chamber exhaust pipe 142 is connected to branch 2 of the exhaust low-temperature and low-pressure simulation system 300; the air intake of the aircraft engine 2000 comes in from the engine air intake pipe 151, enters the aircraft engine 2000 for combustion, and is discharged from the engine exhaust pipe 152 after combustion. The engine exhaust pipe 152 is connected to the exhaust plume pipe 310 of the exhaust low-temperature and low-pressure simulation system 300 to discharge the gas to the exhaust plume pipe 310.

[0105] Alternatively, as Figure 1 As shown, a second regulating valve 420 is provided between the environmental chamber exhaust pipe 142 and the vacuum pump assembly 320. The second regulating valve 420 is used to control the gas flow between the environmental chamber exhaust pipe 142 and the vacuum pump assembly 320, thereby adjusting the pressure in the environmental chamber 110 to achieve low pressure in the environmental chamber 110.

[0106] Alternatively, as Figure 3 As shown, the environmental chamber low-temperature and low-pressure simulation system 100 further includes an adjustment plate 160 and a dynamometer element 170. The adjustment plate 160 is disposed within the environmental chamber 110 for adjusting the volume of the environmental chamber 110. The dynamometer element 170, the engine intake pipe 151, and the engine exhaust pipe 152 are all detachably connected to the aircraft engine 2000. This arrangement allows the volume of the environmental chamber 110 to be adjusted and the dynamometer element 170, the engine intake pipe 151, and the engine exhaust pipe 152 to be replaced according to the type of aircraft engine 2000. This allows the aircraft engine high-altitude transient state full-environment simulation test platform 1000 of the present application to test different types of aircraft engines 2000, thereby expanding the scope of application of the aircraft engine high-altitude transient state full-environment simulation test platform 1000.

[0107] That is to say, the aviation engine high-altitude transition state full-environment simulation test platform 1000 of the present application, while achieving low-cost full-environment simulation, also has transition state functions and can cover a variety of engine types.

[0108] Among them, the above-mentioned aviation engine 2000 includes but is not limited to turbofan engines, turbojet engines, turboshaft engines, piston engines, etc.

[0109] Therefore, it can be understood that this application covers the simulation of various types of engines such as turbofan engines, turbojet engines, turboshaft engines, piston engines, etc.

[0110] Alternatively, as Figure 3As shown, the adjustment plate 160 includes a first adjustment plate 161 and a second adjustment plate 162 . The first adjustment plate 161 and the second adjustment plate 162 are staggered and movably arranged in the environmental chamber 110 so that the volume of the environmental chamber 110 can be adjusted by using the adjustment plate 160 .

[0111] In a specific example, Figure 3 As shown, when the first adjustment plate 161 moves downward and / or the second adjustment plate 162 moves to the right, the volume inside the environmental chamber 110 can be reduced; when the first adjustment plate 161 moves upward and / or the second adjustment plate 162 moves to the left, the volume inside the environmental chamber 110 can be increased, so as to achieve the purpose of adjusting the volume of the environmental chamber 110, which is convenient for subsequent use of the aircraft engine high-altitude transition state full-environment simulation test platform 1000 of this application to test different types of aircraft engines 2000.

[0112] Alternatively, as Figure 3 As shown, both ends of the first adjustment plate 161 and both ends of the second adjustment plate 162 are stopped in the environmental chamber 110 by a sealing ring 163 to prevent the gas in the environmental chamber 110 from flowing out from the end of the first adjustment plate 161 or the end of the second adjustment plate 162, thereby ensuring the sealing of the environmental chamber 110.

[0113] Optionally, the dynamometer element 170 includes a dynamometer and a thrust test system that are independent of each other, wherein the dynamometer and the thrust test system are both detachably connected to the aircraft engine 2000 and the dynamometer and the thrust test system correspond to different types of aircraft engines 2000, respectively. In this way, when different types of aircraft engines 2000 are tested, the dynamometer or the thrust test system can be selected and set according to the type of aircraft engine 2000, so as to facilitate the use of the aircraft engine high-altitude transition state full-environment simulation test platform 1000 of the present application to test different types of aircraft engines 2000.

[0114] In a specific example, when the aircraft engine 2000 to be tested is a piston engine or a turboshaft engine, a dynamometer can be connected to the aircraft engine 2000 to measure the engine power of the piston engine or turboshaft engine using the dynamometer; when the aircraft engine 2000 to be tested is a turbojet engine or a turbofan engine, a thrust test system can be connected to the aircraft engine 2000 to measure the thrust of the turbojet engine or turbofan engine using the thrust test system.

[0115] Alternatively, as Figure 3As shown, the engine intake pipe 151 and the engine exhaust pipe 152 are both fixed by a pipe replacement flange 190. Since the engine intake pipe 151 and the engine exhaust pipe 152 are both detachably connected to the aircraft engine 2000, when testing the aircraft engine 2000, the engine intake pipe 151 and the engine exhaust pipe 152 of different diameters can be replaced according to the flow requirements of the aircraft engine 2000, so as to facilitate the use of the aircraft engine high-altitude transition state full-environment simulation test platform 1000 of the present application to test different types of aircraft engines 2000.

[0116] In summary, the present application makes the diameters of the engine intake pipe 151 and the engine exhaust pipe 152 adjustable, the volume of the fuselage environmental chamber 110 adjustable, and the type of the dynamometer element 170 adjustable so that the aircraft engine high-altitude transition state full-environment simulation test platform 1000 can take into account the simulation requirements of various aircraft engines 2000.

[0117] In a specific example, since turbojet engines, turbofan engines and turboshaft engines are all long cylindrical structures, and piston engines have larger fuselages, usually cube structures, when testing the above-mentioned different types of aircraft engines 2000, the volume of the environmental chamber 110 can be adjusted through the adjustment plate 160 so that the volume of the environmental chamber 110 can adapt to the structure of the aircraft engine 2000. At the same time, the environmental chamber 110 can be controlled within a certain volume, and the simulation requirements of the fuselage flow can be reduced, thereby reducing the cost of the aircraft engine high-altitude transition state full-environment simulation test platform 1000.

[0118] It should be noted that among piston engines, turboshaft engines, turbojet engines and turbofan engines, the diameters of the engine intake pipe 151 and engine exhaust pipe 152 required by piston engines, turboshaft engines, turbojet engines and turbofan engines are all different. Specifically: the diameters of the engine intake pipe 151 and engine exhaust pipe 152 of the piston engine are the largest, and the diameters of the engine intake pipe 151 and engine exhaust pipe 152 of the turbofan engine are the smallest. The diameters of the engine intake pipe 151 and engine exhaust pipe 152 of the turboshaft engine are larger than the diameters of the engine intake pipe 151 and engine exhaust pipe 152 of the turbojet engine, and the diameters of the engine intake pipe 151 and engine exhaust pipe 152 of the turbojet engine are larger than the diameters of the engine intake pipe 151 and engine exhaust pipe 152 of the turbofan engine.

[0119] In summary, it can be understood that the present application overcomes the shortcomings of the traditional propulsion wind tunnel high-altitude test platform, which has no low-flow environmental chamber for the simulation system of the high-altitude full environment, and directly uses high-speed flow to simulate its fuselage, resulting in huge flow consumption and greatly increased experimental costs. It also overcomes the shortcomings of the traditional high-altitude transition state full-environment simulation test platform that the large and small flow rates cannot take into account all types of engines.

[0120] Alternatively, as Figure 4 As shown, the low-temperature and low-pressure air intake simulation system 200 includes an air intake assembly 260. The air intake ends of the first air intake path 210, the second air intake path 220, and the third air intake path 230 are interconnected and connected to the air intake assembly 260. This allows air to be taken into the first air intake path 210, the second air intake path 220, and the third air intake path 230 through the air intake assembly 260, thereby facilitating the subsequent air intake into the environmental chamber 110 and the aircraft engine 2000.

[0121] In some examples, such as Figure 4 As shown, the air intake assembly 260 includes an air intake tower 261 and an air supply unit 262. The air intake tower 261 is used to transport normal temperature gas toward the first air intake path 210, the second air intake path 220 and the third air intake path 230. The air supply unit 262 is used to provide compressed air to ensure the amount of gas entering the first air intake path 210, the second air intake path 220 and the third air intake path 230.

[0122] Alternatively, as Figure 4 As shown, the air intake assembly 260 further includes a filter 263 , wherein filters 263 are provided downstream of the air intake tower 261 and downstream of the air supply unit 262 , and the filter 263 is used to filter impurities in the air to improve the gas quality.

[0123] Among them, the downstream here can be understood as, during the gas flow process, the gas first flows through the air intake tower 261 and then flows through the filter 263, first flows through the air supply unit 262 and then flows through the filter 263, so that the gas introduced by the air intake tower 261 and the air supply unit 262 can be filtered by using the filter 263.

[0124] Alternatively, as Figure 4 As shown, the first air inlet 210 is provided with a first stop valve 211, a third regulating valve 212, a first flow meter 213 and a first temperature and pressure sensor 214 arranged in sequence along the flow direction of the gas, and the second humidity control component 240 of the first air inlet 210 is located between the third regulating valve 212 and the first flow meter 213. Figure 4The direction of the arrow shown is the flow direction of the gas. At the same time, the first stop valve 211 is used to open or close the first air inlet path 210 to control whether the normal temperature gas enters the first air inlet path 210. The third regulating valve 212 is used to control the opening of the first air inlet path 210 to control the flow and pressure of the gas flowing through the first air inlet path 210. The first flowmeter 213 is used to measure the gas flow in the first air inlet path 210, so as to facilitate the subsequent adjustment of the gas flow in the first air inlet path 210. The first temperature and pressure sensor 214 is used to monitor the gas temperature and pressure in the first air inlet path 210, so as to facilitate the subsequent adjustment of the gas temperature and gas pressure in the first air inlet path 210.

[0125] Among them, when adjusting the gas flow in the first air inlet path 210, it is mainly achieved by controlling the third regulating valve 212; when adjusting the gas temperature in the first air inlet path 210, it is mainly achieved by controlling the second humidity control component 240 on the first air inlet path 210; when adjusting the gas pressure in the first air inlet path 210, it is mainly achieved by controlling the vacuum pump group 320.

[0126] In a specific example, the gas coming from the air intake component 260 first passes through the first stop valve 211, then passes through the third regulating valve 212, and then merges with the water vapor delivered by the second humidity control component 240 on the first air intake path 210. After merging, it flows through the first flowmeter 213 and finally flows into the mixer 250. The mixer 250 transports the gas to the low-temperature and low-pressure simulation system 100 of the environmental chamber to realize the delivery of normal temperature gas to the low-temperature and low-pressure simulation system 100 of the environmental chamber.

[0127] Alternatively, as Figure 4 As shown, the second air inlet path 220 is provided with a second stop valve 221, a heating furnace 222, a fourth regulating valve 223, a second flow meter 224 and a second temperature and pressure sensor 225 arranged in sequence along the flow direction of the gas, and the second humidity control component 240 of the second air inlet path 220 is located between the heating furnace 222 and the fourth regulating valve 223. The second stop valve 221 is used to open or close the second air inlet path 220 to control whether normal temperature gas enters the second air inlet path 220. The heating furnace 222 is used to heat the gas flowing through the second air inlet path 220 so that the gas in the second air inlet path 220 becomes high-temperature gas. The fourth regulating valve 223 is used to control the opening of the second air inlet path 220 to control the flow rate and pressure of the gas flowing through the second air inlet path 220. The second flowmeter 224 is used to measure the gas flow rate in the second air inlet path 220 to facilitate subsequent adjustment of the gas flow rate in the second air inlet path 220. The second temperature and pressure sensor 225 is used to monitor the gas temperature and pressure in the second air inlet path 220 to facilitate subsequent adjustment of the gas temperature and gas pressure in the second air inlet path 220.

[0128] Among them, the specific adjustment method of the gas flow, gas pressure and gas temperature in the second air inlet path 220 can refer to the adjustment method of the gas flow, gas pressure and gas temperature in the first air inlet path 210, and will not be repeated here.

[0129] In a specific example, the gas coming from the air intake component 260 first passes through the second stop valve 221, then passes through the heating furnace 222, and then merges with the water vapor delivered by the second humidity control component 240 on the second air intake path 220. After merging, it flows through the fourth regulating valve 223, then passes through the first flowmeter 213, and finally merges into the mixer 250. The mixer 250 transports the gas to the low-temperature and low-pressure simulation system 100 of the environmental chamber to realize the delivery of high-temperature gas to the low-temperature and low-pressure simulation system 100 of the environmental chamber.

[0130] Alternatively, as Figure 4 As shown, the third air inlet path 230 is provided with a third stop valve 231, a dryer 232, an air inlet refrigerator 233, a fifth regulating valve 234, a third flow meter 235 and a third temperature and pressure sensor 236 arranged in sequence along the flow direction of the gas, and the second humidity control component 240 of the third air inlet path 230 is located between the dryer 232 and the air inlet refrigerator 233. The third stop valve 231 is used to open or close the third air inlet path 230 to control whether normal temperature gas enters the third air inlet path 230. The dryer 232 is used to dry and compress the gas in the third air inlet path 230. The air inlet refrigerator 233 is used to cool the gas in the third air inlet path 230 so that the gas in the third air inlet path 230 is formed into low-temperature gas. The fifth regulating valve 234 is used to control the opening of the third air inlet path 230 to control the flow rate and pressure of the gas flowing through the third air inlet path 230. The third flowmeter 235 is used to measure the gas flow rate in the third air inlet path 230 to facilitate subsequent adjustment of the gas flow rate in the third air inlet path 230. The third temperature and pressure sensor 236 is used to monitor the gas temperature and pressure in the third air inlet path 230 to facilitate subsequent adjustment of the gas temperature and gas pressure in the third temperature and pressure sensor 236.

[0131] Among them, the specific adjustment method of the gas flow, gas pressure and gas temperature in the third air inlet path 230 can refer to the adjustment method of the gas flow, gas pressure and gas temperature in the first air inlet path 210, which will not be repeated here.

[0132] In a specific example, the gas coming from the air intake component 260 first passes through the third stop valve 231, then through the dryer 232, and then merges with the water vapor delivered by the second humidity control component 240 on the third air intake path 230. After merging, it passes through the air intake refrigerator 233 and the fifth regulating valve 234 in sequence, and then passes through the third flow meter 235 and the third temperature and pressure sensor 236, and finally merges into the mixer 250. The mixer 250 transports the gas to the low-temperature and low-pressure simulation system 100 of the environmental chamber to realize the delivery of low-temperature gas to the low-temperature and low-pressure simulation system 100 of the environmental chamber.

[0133] Alternatively, as Figure 5 As shown, the exhaust low-temperature and low-pressure simulation system 300 includes a water-cooled heat exchanger 330, a spray demister 340, a sixth regulating valve 350, a fourth temperature and pressure sensor 360, a pressure compensating valve 370, a fourth flow meter 380 and an exhaust tower 390 arranged in sequence along the flow direction of the gas, the exhaust plume pipe 310 is arranged between the environmental chamber low-temperature and low-pressure simulation system 100 and the water-cooled heat exchanger 330, and the vacuum pump group 320 is arranged between the pressure compensating valve 370 and the fourth flow meter 380. Among them, the water-cooled heat exchanger 330 is used to further cool the gas discharged from the exhaust plume pipe 310 to meet the inlet temperature requirement of the vacuum pump group 320. The spray demister 340 is used to remove harmful substances such as organic matter and particles in the gas flowing through it to protect the vacuum pump group 320. The sixth regulating valve 350 is used to adjust the opening of the exhaust flow path. The fourth temperature and pressure sensor 360 is used to monitor the temperature and pressure of the gas before it enters the vacuum pump group 320 to ensure that the temperature and pressure of the gas are within the allowable range. The pressure compensation valve 370 is used to balance the suction state of the vacuum pump group 320. The fourth flowmeter 380 is used to monitor the gas flow flowing through it. The exhaust tower 390 is used to discharge the treated waste gas.

[0134] In a specific example, combined with Figure 1 and Figure 5 As shown, when the gas is discharged from the engine exhaust pipe 152, it first passes through the exhaust plume pipe 310, and then passes through the water-cooled heat exchanger 330, the spray demister 340, the sixth regulating valve 350 and the fourth temperature and pressure sensor 360 in sequence, and then mixes with the gas coming in from the pressure compensation valve 370. After mixing, it enters the vacuum pump group 320, and then passes through the fourth flow meter 380 and is discharged through the exhaust tower 390 to discharge the exhaust gas generated by the aircraft engine 2000 and realize low-pressure simulation of the exhaust.

[0135] Alternatively, as Figure 1As shown, a fifth temperature and pressure sensor 600 is provided between the engine exhaust pipe 152 and the exhaust plume pipe 310. The fifth temperature and pressure sensor 600 is used to measure the temperature and pressure at the outlet of the environmental chamber 110 and the inlet of the exhaust low temperature and low pressure simulation system 300, so as to facilitate the subsequent adjustment of the low temperature and low pressure of the exhaust.

[0136] Alternatively, as Figure 1 As shown, a fifth flow meter 510 is further provided between the gas outlet of the mixer 250 and the vacuum pump assembly 320 . The fifth flow meter 510 is used to monitor the gas flow passing therethrough, thereby facilitating control of the opening of the first regulating valve 410 .

[0137] Alternatively, as Figure 1 As shown, the fifth flowmeter 510 is provided upstream of the first regulating valve 410. The term "upstream" here can be understood as meaning that, during the process of the vacuum pump assembly 320 extracting gas from the intake low-temperature and low-pressure simulation system 200, the gas first flows through the fifth flowmeter 510 and then flows through the first regulating valve 410, so that the first regulating valve 410 can be adjusted based on the monitoring data of the fifth flowmeter 510.

[0138] In other examples, combined Figure 1 and Figure 5 As shown, after the gas is discharged from the intake low temperature and low pressure simulation system 200, it first passes through the fifth flow meter 510, then passes through the first regulating valve 410, and then enters the vacuum pump group 320, and then passes through the fourth flow meter 380 and is discharged through the exhaust tower 390 to achieve low pressure simulation of the intake air.

[0139] Alternatively, as Figure 1 As shown, a sixth flow meter 520 is further provided between the environmental chamber exhaust pipe 142 and the vacuum pump group 320 . The sixth flow meter 520 is used to monitor the gas flow passing therethrough, thereby facilitating control of the opening of the second regulating valve 420 .

[0140] Alternatively, as Figure 1 As shown, the sixth flowmeter 520 is provided upstream of the second regulating valve 420. The upstream portion here can be understood as meaning that, during the process of the vacuum pump assembly 320 extracting gas from the environmental chamber 110, the gas first flows through the sixth flowmeter 520 and then flows through the second regulating valve 420, so that the second regulating valve 420 can be adjusted according to the monitoring data of the sixth flowmeter 520.

[0141] In other examples, combined Figure 1 and Figure 5 As shown, after the gas is discharged from the exhaust pipe 142 of the environmental chamber, it first passes through the sixth flow meter 520, then passes through the second regulating valve 420, then enters the vacuum pump group 320, and then passes through the fourth flow meter 380 before being discharged through the exhaust tower 390 to achieve low-pressure simulation of the fuselage environment.

[0142] Alternatively, as Figure 3 As shown, a sixth temperature and pressure sensor 180 is provided on the environmental chamber 110 , which is used to monitor the temperature and pressure of the environmental chamber 110 , so as to adjust the temperature and pressure of the environmental chamber 110 according to the monitoring results to simulate the low temperature and low pressure of the environmental chamber 110 .

[0143] Alternatively, as Figure 1 As shown, a seventh flowmeter 800 and a seventh temperature and pressure sensor 700 are provided between the mixer 250 and the environmental chamber air inlet pipe 141 and the engine air inlet pipe 151. The seventh flowmeter 800 is used to monitor the gas flow rate entering the environmental chamber air inlet pipe 141 and the engine air inlet pipe 151, and the seventh temperature and pressure sensor 700 is used to monitor the gas temperature and pressure entering the environmental chamber air inlet pipe 141 and the engine air inlet pipe 151, so as to achieve real-time detection of gas temperature, pressure, and flow rate and facilitate subsequent gas regulation.

[0144] In the description of the present invention, features limited to "first", "second", "third", "fourth", "fifth", "sixth" and "seventh" may explicitly or implicitly include one or more such features, which are used to distinguish and describe the features, without any distinction in order or importance.

[0145] The following describes a control method for an aircraft engine high-altitude transient full-environment simulation test platform 1000 according to an embodiment of the present invention with reference to the accompanying drawings.

[0146] like Figure 6 As shown, a control method for an aircraft engine high-altitude transient full-environment simulation test platform 1000 according to an embodiment of the present invention includes the following steps:

[0147] S1. Place the aircraft engine 2000 in the environmental chamber 110;

[0148] S2. Start aircraft engine 2000 under ground air intake conditions and determine whether aircraft engine 2000 is in normal condition. If so, proceed to the next step; if not, perform troubleshooting.

[0149] S3. Determine the simulation altitude, and adjust the environmental chamber low-temperature and low-pressure simulation system 100, the intake low-temperature and low-pressure simulation system 200, and the exhaust low-temperature and low-pressure simulation system 300 according to the simulation altitude;

[0150] S4. Detect the high-altitude power performance and emission characteristics of the aircraft engine 2000.

[0151] It can be seen from the above method that the control method of the aircraft engine high-altitude transition state full-environment simulation test platform 1000 of the embodiment of the present invention detects the aircraft engine 2000 by adjusting the environmental chamber low-temperature and low-pressure simulation system 100, the intake low-temperature and low-pressure simulation system 200 and the exhaust low-temperature and low-pressure simulation system 300, so as to realize full-environment detection of the aircraft engine 2000, thereby improving the accuracy of the detection of the aircraft engine 2000.

[0152] In some specific examples, when the aircraft engine 2000 is placed in the environmental chamber 110, various sensors are first connected to facilitate subsequent detection of various performances of the aircraft engine 2000, and then the dynamometer 170, the engine intake pipe 151 and the engine exhaust pipe 152 are connected according to the type of the aircraft engine 2000, and finally the volume of the environmental chamber 110 is adjusted.

[0153] Optionally, the above-mentioned sensors include but are not limited to carbon dioxide sensors, coolant temperature sensors, etc., wherein the carbon dioxide sensor is installed on the engine exhaust pipe 152 to detect the carbon dioxide content in the exhaust gas; the coolant temperature sensor is installed on the water jacket of the cylinder head of the aircraft engine 2000 to detect the temperature of the engine coolant.

[0154] Optionally, when starting the aircraft engine 2000 under ground air intake conditions and judging whether the condition of the aircraft engine 2000 is normal, specifically after the aircraft engine 2000 runs to the measured speed and load conditions, observe the various performance indicators and parameters of the aircraft engine 2000 in the ground state, including power (thrust), fuel consumption rate, coolant temperature, lubricating oil pressure and temperature, exhaust temperature, etc., to ensure that the engine is in normal condition.

[0155] Optionally, when it is determined that the condition of the aircraft engine 2000 is abnormal and the fault is eliminated, the aircraft engine 2000 can be started again under ground air intake conditions, and it can be determined whether the condition of the aircraft engine 2000 is normal until the aircraft engine 2000 can be tested.

[0156] Optionally, when adjusting the environmental chamber low temperature and low pressure simulation system 100, the intake low temperature and low pressure simulation system 200 and the exhaust low temperature and low pressure simulation system 300 according to the simulated altitude, the flow, temperature, pressure, etc. in the environmental chamber 110 can be adjusted first, so that the fuselage of the aircraft engine 2000 is first simulated to the corresponding altitude, and the intake low temperature and low pressure simulation system 200 and the exhaust low temperature and low pressure simulation system 300 are adjusted synchronously at the same time to achieve the intake low temperature and low pressure, exhaust low temperature and low pressure at the target altitude, so that the aircraft engine high altitude transition state full environment simulation test platform 1000 can achieve steady-state condition full environment high altitude simulation.

[0157] Optionally, when detecting the high-altitude power performance and emission characteristics of the aircraft engine 2000, the high-altitude power performance, emissions (such as the high-altitude contrail formation process, the evolution process of emission substances, etc.) and other characteristics of the aircraft engine 2000 are mainly detected through the dynamometer element 170 and various sensors.

[0158] In some examples, such as Figure 6 As shown, the control method of the aircraft engine high-altitude transition state full-environment simulation test platform 1000 also includes the following steps: S5, detecting whether the aircraft engine 2000 has completed all altitude tests under the current working conditions. If so, proceed to the next step; if not, repeat steps S3 and S4 to complete the detection of the power performance and emissions of the aircraft engine 2000 at all target altitudes under the current speed and load conditions.

[0159] In other examples, such as Figure 6 As shown, the control method of the aircraft engine high-altitude transition state full-environment simulation test platform 1000 also includes the following steps: S6, changing the speed and load conditions of the aircraft engine 2000, and repeating steps S3 to S5 to complete the detection of the power performance and emissions of the aircraft engine 2000 at all target altitudes under all conditions.

[0160] Alternatively, as Figure 6 As shown, the control method of the aircraft engine high-altitude transition state full-environment simulation test platform 1000 also includes the following steps: S7, adjusting the environmental chamber low-temperature and low-pressure simulation system 100, the intake low-temperature and low-pressure simulation system 200 and the exhaust low-temperature and low-pressure simulation system 300, so that the intake, exhaust and fuselage environment of the aircraft engine 2000 gradually recover to the ground operation state, and the aircraft engine 2000 is stopped, and the experiment ends.

[0161] In some embodiments of the present invention, Figure 7 As shown, before testing the high-altitude power performance and emission characteristics of the aircraft engine, the following steps are also included:

[0162] S31: Regulate the first air inlet 210, the second air inlet 220, or the third air inlet 230 individually; or regulate two of the first air inlet 210, the second air inlet 220, and the third air inlet 230 in combination; and adjust the load of the vacuum pump group 320, thereby achieving a transient state simulation.

[0163] Among them, the above-mentioned individual adjustment of the first air intake path 210, the second air intake path 220 or the third air intake path 230; or, combined adjustment of two of the first air intake path 210, the second air intake path 220 and the third air intake path 230, can be understood as that in the process of adjusting the first air intake path 210, the second air intake path 220 and the third air intake path 230, the first air intake path 210, the second air intake path 220 and the third air intake path 230 will not be adjusted at the same time, and selective adjustment of one of the first air intake path 210, the second air intake path 220 and the third air intake path 230 or adjustment of two of the first air intake path 210, the second air intake path 220 and the third air intake path 230 is mainly to adjust the sudden change of the intake temperature and intake humidity of the transitional state aircraft engine 2000 and the sudden change of the temperature and humidity of the environmental chamber 110.

[0164] In addition, the load of the vacuum pump group 320 is adjusted mainly to adjust the sudden changes of the intake pressure, exhaust pressure and pressure of the transitional aircraft engine 2000 and the pressure of the environmental chamber 110, thereby realizing the transitional state simulation.

[0165] In some examples, such as Figure 7 As shown, after the transition state simulation is performed, the high-altitude power performance, emission and other characteristics of the aircraft engine 2000 are tested during the entire transition state process.

[0166] The control method of the aircraft engine high-altitude transient state full-environment simulation test platform 1000 of the present application is described in detail below.

[0167] The control method of the aircraft engine high-altitude transient state full-environment simulation test platform 1000 includes the following steps:

[0168] S1. Place the aircraft engine 2000 in the environmental chamber 110, connect various sensors, and connect the dynamometer 170, engine intake pipe 151, and engine exhaust pipe 152 according to the type of aircraft engine 2000. Then adjust the volume of the environmental chamber 110 and check the functions of all equipment to ensure that the relevant equipment is fully connected and functioning properly.

[0169] S2. Starting aircraft engine 2000 under ground air intake conditions, and after aircraft engine 2000 has reached a speed and load condition to be tested, observing various performance indicators and parameters of aircraft engine 2000 on the ground to determine whether they are normal. The various performance indicators and parameters include power (thrust), fuel consumption, coolant temperature, lubricating oil pressure and temperature, and exhaust temperature.

[0170] If normal, execute S3;

[0171] If abnormal, perform troubleshooting and go to S2.

[0172] S3. Determine the simulation altitude, and adjust the flow, temperature, pressure and other parameters of the environmental chamber 110 according to the simulation altitude, so that the fuselage of the aircraft engine 2000 is first simulated to the corresponding altitude; synchronously adjust the environmental chamber low-temperature and low-pressure simulation system 100, the intake low-temperature and low-pressure simulation system 200 and the exhaust low-temperature and low-pressure simulation system 300 to achieve the intake low temperature and low pressure, and the exhaust low temperature and low pressure at the target altitude, so that the aircraft engine high-altitude transition state full-environment simulation test platform 1000 can achieve steady-state condition full-environment high-altitude simulation.

[0173] S31 , individually adjusting the first air inlet path 210 , the second air inlet path 220 or the third air inlet path 230 ; or, combining and adjusting two of the first air inlet path 210 , the second air inlet path 220 and the third air inlet path 230 ; and adjusting the load of the vacuum pump group 320 .

[0174] S4. The high-altitude power performance, emission (such as the high-altitude contrail formation process, the evolution process of emission substances, etc.) of the aircraft engine 2000 during the entire transition state are detected through the dynamometer element 170 and various sensors.

[0175] S5. Detecting whether the aircraft engine 2000 has completed all altitude tests in the current transition state;

[0176] If yes, proceed to S6;

[0177] If not, repeat steps S3 to S4 to complete the detection of characteristics such as power performance, emissions, etc. of the aircraft engine 2000 at all target altitudes under the current speed and load conditions.

[0178] S6. Change the speed and load conditions of the aircraft engine 2000 and repeat steps S2 to S5 to complete the detection of the power performance, emissions and other characteristics of the aircraft engine 2000 under all high-altitude transient conditions.

[0179] S7. Adjust the environmental chamber low-temperature and low-pressure simulation system 100, the intake low-temperature and low-pressure simulation system 200, and the exhaust low-temperature and low-pressure simulation system 300 so that the intake, exhaust, and fuselage environments of the aircraft engine 2000 gradually return to the ground operating state. Then, shut down the aircraft engine 2000 and the experiment ends.

[0180] In the description of the present invention, it should be noted that, unless otherwise specified or limited, the terms "mounted" and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections. Those skilled in the art will understand the specific meanings of these terms in the present invention based on the specific circumstances.

[0181] Other components of the aircraft engine high-altitude transition state full-environment simulation test platform 1000 and the control method according to the embodiment of the present invention, such as the humidity controller, humidity control valve, refrigerator, stop valve, flow meter, temperature and pressure sensor and other structural components, working principles, etc. are well known to ordinary technicians in this field and will not be described in detail here.

[0182] Throughout this specification, reference to terms such as "embodiment" or "example" indicates that the specific features, structures, materials, or characteristics described in conjunction with that embodiment or example are included in at least one embodiment or example of the present invention. In this specification, schematic representations of these terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0183] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. An aircraft engine high-altitude transition state full-environment simulation test platform, characterized by: include: An environmental chamber low-temperature and low-pressure simulation system, comprising an environmental chamber, a first humidity control component capable of adjusting the humidity of the environmental chamber, and a first refrigerator capable of adjusting the temperature of the environmental chamber, wherein an aircraft engine to be tested is provided in the environmental chamber; an air intake low-temperature and low-pressure simulation system, the air intake low-temperature and low-pressure simulation system being in communication with the environmental chamber low-temperature and low-pressure simulation system and comprising a first air intake path for conveying normal-temperature gas toward the environmental chamber low-temperature and low-pressure simulation system, a second air intake path for conveying high-temperature gas toward the environmental chamber low-temperature and low-pressure simulation system, and a third air intake path for conveying low-temperature gas toward the environmental chamber low-temperature and low-pressure simulation system, wherein a second humidity control assembly is provided on each of the first air intake path, the second air intake path, and the third air intake path; An exhaust low-temperature and low-pressure simulation system, which is respectively connected to the environmental chamber low-temperature and low-pressure simulation system and the intake low-temperature and low-pressure simulation system and includes an exhaust plume pipe, a vacuum pump group, a third humidity control component for adjusting the humidity of the exhaust plume pipe, and a second refrigerator for adjusting the temperature of the exhaust plume pipe. The vacuum pump group is used to extract gas from the environmental chamber low-temperature and low-pressure simulation system, the intake low-temperature and low-pressure simulation system, and the exhaust low-temperature and low-pressure simulation system.

2. The aircraft engine high-altitude transient state full-environment simulation test platform according to claim 1 is characterized in that: The environmental chamber low temperature and low pressure simulation system includes an environmental chamber air intake pipe connected to the environmental chamber and an engine air intake pipe connected to the aircraft engine, and the air intake low temperature and low pressure simulation system includes a mixer; The first air intake path, the second air intake path, the third air intake path and the mixer all include an air intake end and an exhaust end. The exhaust end of the first air intake path, the exhaust end of the second air intake path and the exhaust end of the third air intake path are connected to the air intake end of the mixer, and the air outlet end of the mixer is connected to the air intake pipe of the environmental chamber and the air intake pipe of the engine.

3. The aircraft engine high-altitude transient state full-environment simulation test platform according to claim 2 is characterized in that: The gas outlet end of the mixer is communicated with the vacuum pump group, and a first regulating valve is provided between the gas outlet end of the mixer and the vacuum pump group.

4. The aircraft engine high-altitude transient state full-environment simulation test platform according to claim 2 is characterized in that: The environmental chamber low temperature and low pressure simulation system includes an environmental chamber exhaust pipe connected to the environmental chamber and an engine exhaust pipe connected to the aircraft engine, the environmental chamber exhaust pipe is connected to the vacuum pump group, and the engine exhaust pipe is connected to the exhaust plume pipe; Wherein, a second regulating valve is provided between the exhaust pipe of the environmental chamber and the vacuum pump group.

5. The aircraft engine high-altitude transient state full-environment simulation test platform according to claim 4 is characterized in that: The environmental chamber low temperature and low pressure simulation system also includes an adjustment plate and a dynamometer element. The adjustment plate is arranged in the environmental chamber for adjusting the volume of the environmental chamber. The dynamometer element, the engine intake pipe and the engine exhaust pipe are all detachably connected to the aircraft engine.

6. The aircraft engine high-altitude transient state full-environment simulation test platform according to claim 3 is characterized in that: The low-temperature and low-pressure intake simulation system includes an intake assembly. The intake end of the first intake path, the intake end of the second intake path, and the intake end of the third intake path are interconnected and connected to the intake assembly at the same time.

7. The aircraft engine high-altitude transient state full-environment simulation test platform according to claim 6 is characterized in that: The first air inlet path is provided with a first stop valve, a third regulating valve, a first flow meter and a first temperature and pressure sensor arranged in sequence along the flow direction of the gas, and the second humidity control component of the first air inlet path is located between the third regulating valve and the first flow meter; The second air inlet path is provided with a second shut-off valve, a heating furnace, a fourth regulating valve, a second flow meter and a second temperature and pressure sensor arranged in sequence along the flow direction of the gas, and the second humidity control component of the second air inlet path is located between the heating furnace and the fourth regulating valve; The third air intake path is provided with a third shut-off valve, a dryer, an air intake refrigerator, a fifth regulating valve, a third flow meter and a third temperature and pressure sensor arranged in sequence along the flow direction of the gas, and the second humidity control component of the third air intake path is located between the dryer and the air intake refrigerator.

8. The aircraft engine high-altitude transient state full-environment simulation test platform according to claim 3 is characterized in that: The exhaust low temperature and low pressure simulation system includes a water-cooled heat exchanger, a spray demister, a sixth regulating valve, a fourth temperature and pressure sensor, a pressure compensation valve, a fourth flow meter and an exhaust tower arranged in sequence along the flow direction of the gas; Wherein, the exhaust plume pipe is arranged between the low-temperature and low-pressure simulation system of the environmental chamber and the water-cooled heat exchanger, and the vacuum pump group is arranged between the pressure compensation valve and the fourth flowmeter.

9. A control method for an aircraft engine high-altitude transient full-environment simulation test platform according to any one of claims 1 to 8, characterized in that: The following steps are involved: placing the aircraft engine in the environmental chamber; Start the aircraft engine under ground air intake conditions and determine whether the aircraft engine is in normal condition. If so, proceed to the next step; if not, perform troubleshooting. Determining a simulation altitude, and adjusting the environmental chamber low-temperature and low-pressure simulation system, the intake low-temperature and low-pressure simulation system, and the exhaust low-temperature and low-pressure simulation system according to the simulation altitude; The high-altitude power performance and emission characteristics of the aircraft engine are tested.

10. The control method of the aircraft engine high-altitude transient full-environment simulation test platform according to claim 9 is characterized in that: Before testing the high-altitude power performance and emission characteristics of the aircraft engine, the following steps are also included: regulating the first air intake path, the second air intake path, or the third air intake path individually; or regulating two of the first air intake path, the second air intake path, and the third air intake path in combination; Adjust the load of the vacuum pump group.

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