High-altitude simulation-based aero-engine emission analysis test platform and control method

Abstract

This invention discloses an aero-engine emission analysis test platform and control method based on high-altitude simulation. The high-altitude simulation-based aero-engine emission analysis test platform includes a high-altitude simulation system, an emission sampling and detection system, and an intake and exhaust system. The high-altitude simulation system includes an environmental chamber and a high-altitude simulation chamber. The environmental chamber houses the aero-engine. The emission sampling and detection system and the high-altitude simulation chamber are connected to the aero-engine to receive its exhaust gas. The intake components of the intake and exhaust system draw air from the environmental chamber, the high-altitude simulation chamber, the emission sampling and detection system, and the aero-engine. The emission sampling and detection system includes a multi-stage dilution component. This embodiment of the aero-engine emission analysis test platform based on high-altitude simulation is compatible with different types of aero-engines to achieve exhaust gas collection, detection, and high-altitude evolution simulation.

Description

Technical Field

[0001] This invention relates to the field of aero-engine emission testing and analysis technology, and in particular to an aero-engine emission analysis test platform and control method based on high-altitude simulation. Background Technology

[0002] Aircraft engine exhaust mainly contains volatile particulate matter, non-volatile particulate matter, nitrogen oxides, unburned hydrocarbons, and some unconventional emissions. Among these, particulate matter in exhaust can act as heterogeneous condensation nuclei for gaseous water in the low-temperature, low-pressure environment at high altitudes. This directly promotes the formation of aviation contrails and affects the global forced radiation balance, making a positive contribution to global warming. Furthermore, gaseous pollutants in exhaust undergo complex physicochemical processes in the atmosphere, ultimately affecting the environment near the ground. Therefore, accurate detection of exhaust is of great significance for environmental assessment.

[0003] In existing technologies, the main method for testing the exhaust of aircraft engines is to establish a testing platform.

[0004] However, existing test platforms for exhaust gas detection are all based on ground conditions, and most evolution process studies are also based on ground test platforms. But aero engines mainly operate in a high-altitude, low-temperature, and low-pressure environment. Therefore, conclusions obtained from ground test platforms cannot be extrapolated to the evolution process of particles in the high-altitude environment. In other words, they cannot accurately reflect the characteristics and evolution process of exhaust gas at high altitudes, resulting in low detection accuracy of test platforms. At the same time, existing test platforms are only applicable to certain types of aero engines, have poor compatibility, and cannot simultaneously detect multiple substances in exhaust gas. Summary of the Invention

[0005] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes an aero-engine emission analysis test platform based on high-altitude simulation. This platform can simulate the high-altitude evolution of exhaust gases, is compatible with different types of aero-engines, and can simultaneously detect multiple emissions from exhaust gases. This solves the technical problems of low detection accuracy, poor compatibility, and inability to simultaneously detect multiple emissions in exhaust gases in existing test platforms.

[0006] The present invention also aims to propose a control method for the above-mentioned high-altitude simulation-based aero-engine emission analysis test platform.

[0007] According to an embodiment of the present invention, an aero-engine emission analysis test platform based on high-altitude simulation includes: a high-altitude simulation system, the high-altitude simulation system including an environmental chamber and a high-altitude simulation chamber, the environmental chamber housing an aero-engine to be tested, the high-altitude simulation chamber being connected to the aero-engine for receiving the exhaust gas of the aero-engine; an emission sampling and detection system, the emission sampling and detection system being connected to the aero-engine for receiving the exhaust gas of the aero-engine and collecting and detecting the exhaust gas; and an intake and exhaust system, the intake and exhaust system including an intake assembly and an exhaust assembly, the intake assembly being connected to the environmental chamber and the aero-engine to intake air toward the environmental chamber and the aero-engine, the exhaust assembly being connected to the high-altitude simulation system, the emission sampling and detection system and the aero-engine to extract gas from the environmental chamber, the high-altitude simulation chamber, the emission sampling and detection system and the aero-engine; wherein, the emission sampling and detection system includes a multi-stage dilution assembly.

[0008] According to embodiments of the present invention, an aero-engine emission analysis test platform based on high-altitude simulation is provided. A high-altitude simulation system is set up, and the aero-engine to be tested is placed within the environmental chamber of the high-altitude simulation system. The high-altitude simulation chamber of the high-altitude simulation system is connected to the aero-engine, allowing a portion of the exhaust gas generated by the aero-engine to enter the high-altitude simulation chamber for studying the high-altitude exhaust gas evolution process. An emission sampling and detection system is set up and connected to the aero-engine, facilitating the collection and detection of a portion of the aero-engine's exhaust gas. This provides data support for subsequent organization and control of the aero-engine's combustion flow, and also allows for the assessment of the impact of sustainable aviation fuels and zero-carbon fuels on aviation emissions. Furthermore, by incorporating multi-stage dilution components in the emission sampling and detection system, the platform can detect exhaust gas from different types of aero-engines, improving its compatibility. In other words, the aero-engine emission analysis test platform based on high-altitude simulation of the present invention can simulate, collect, and detect the high-altitude evolution of exhaust gas from different types of aero-engines.

[0009] According to some embodiments of the present invention, an aero-engine emission analysis test platform based on high-altitude simulation includes an emission sampling and detection system comprising: a first diverter, the first diverter including a first intake end and a first exhaust end and a second exhaust end connected to the first intake end, the first intake end being used to receive the exhaust gas; a sampling component and a first carbon dioxide analyzer, the sampling component and the first carbon dioxide analyzer both being connected to the first exhaust end, the sampling component being used to collect the exhaust gas, and the first carbon dioxide analyzer being used to analyze the exhaust gas; a first dilution component, the first dilution component being connected to the second exhaust end, being used to dilute the exhaust gas; a cyclone separator and an analysis component, the cyclone separator being disposed between the first dilution component and the analysis component and being connected to the first dilution component and the analysis component respectively; wherein, the analysis component includes a five-component analyzer, a Fourier transform infrared analyzer, a scanning electromobility particulate size spectrometer, and a black carbon analyzer.

[0010] Optionally, the emission sampling and detection system further includes a second dilution component, located downstream of the first dilution component, for diluting the exhaust gas.

[0011] Optionally, the emission sampling and detection system further includes a volatile particulate remover, a second distributor, and a non-volatile particulate analyzer arranged sequentially along the exhaust flow direction. The non-volatile particulate analyzer includes a non-volatile particulate mass analyzer and a non-volatile particulate number analyzer. The volatile particulate remover is located downstream of the second dilution component. The second distributor includes a second inlet end and a third, fourth, and fifth exhaust end connected to the second inlet end. The second inlet end is connected to the volatile particulate remover, the third exhaust end is connected to the non-volatile particulate mass analyzer, the fourth exhaust end is connected to the non-volatile particulate number analyzer, and the fifth exhaust end is connected to a vacuum pump.

[0012] Optionally, a second carbon dioxide analyzer is provided between the fifth exhaust end and the air pump.

[0013] Optionally, the sampling assembly includes a two-dimensional chromatography-mass spectrometry sampler and a particle sampler.

[0014] Optionally, the high-altitude simulation system includes a first humidity controller and a first refrigerator. The first humidity controller and the first refrigerator are connected to the environmental chamber. The first humidity controller is used to adjust the humidity of the environmental chamber, and the first refrigerator is used to adjust the temperature of the environmental chamber.

[0015] Optionally, the high-altitude simulation system includes an engine intake pipe and an engine exhaust pipe, the engine intake pipe being connected to the intake end of the aero-engine, and the engine exhaust pipe being connected to the exhaust end of the aero-engine; the environmental cabin is equipped with an adjustment plate and a dynamometer, the adjustment plate being used to adjust the volume of the environmental cabin, and the dynamometer, the engine intake pipe, and the engine exhaust pipe being detachably connected to the aero-engine.

[0016] Optionally, the high-altitude simulation system includes a second humidity controller and a second refrigerator. The second humidity controller and the second refrigerator are connected to the high-altitude simulation chamber. The second humidity controller is used to adjust the humidity of the high-altitude simulation chamber, and the second refrigerator is used to adjust the temperature of the high-altitude simulation chamber.

[0017] According to an embodiment of the present invention, a control method for an aero-engine emission analysis test platform based on high-altitude simulation includes the following steps: placing the aero-engine in the environmental chamber; starting the aero-engine under ground air intake conditions and determining whether the aero-engine is in normal condition; if normal, proceeding to the next step; if abnormal, troubleshooting; starting the high-altitude simulation system, the emission sampling and detection system, and the intake and exhaust systems to detect the exhaust of the aero-engine and simulate the evolution process of the exhaust.

[0018] According to the control method of the high-altitude simulation-based aero-engine emission analysis test platform of the present invention, after the aero-engine is started and the aero-engine condition is normal, the high-altitude simulation system, emission sampling and detection system and intake and exhaust system are activated to collect and detect the exhaust of the aero-engine and study the high-altitude exhaust evolution process. This provides data support for the subsequent organization and control of the combustion flow of the aero-engine, and can also assess the impact of the application of sustainable aviation fuel and zero-carbon fuel on aviation emissions.

[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. Attached Figure Description

[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 taken in conjunction with the following drawings, in which:

[0021] Figure 1 This is a schematic diagram illustrating the principle of an aero-engine emission analysis test platform based on high-altitude simulation, according to some embodiments of the present invention.

[0022] Figure 2 This is a schematic diagram of the air intake assembly according to some embodiments of the present invention.

[0023] Figure 3 This is a schematic diagram of the emission sampling and detection system according to some embodiments of the present invention.

[0024] Figure 4 This is a schematic diagram illustrating the principle of a high-altitude simulation system and exhaust assembly according to some embodiments of the present invention.

[0025] Figure 5 This is a schematic diagram of the environmental chamber according to some embodiments of the present invention.

[0026] Figure 6 This is a flowchart illustrating a control method for an aero-engine emission analysis test platform based on high-altitude simulation, according to some embodiments of the present invention.

[0027] Figure 7 This is a flowchart illustrating a control method for an aero-engine emission analysis test platform based on high-altitude simulation, according to other embodiments of the present invention.

[0028] Figure label:

[0029] 1000. An experimental platform for analyzing emissions from aero-engines based on high-altitude simulation;

[0030] 100. High-altitude simulation system;

[0031] 110. Environmental Chamber;

[0032] 121. First humidity controller; 122. Second humidity controller;

[0033] 131. First refrigeration unit; 132. Second refrigeration unit;

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

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

[0036] 160. Adjusting plate; 161. First adjusting plate; 162. Second adjusting plate; 163. Sealing ring;

[0037] 170. Dynamometer element;

[0038] 180. High-altitude simulation cabin;

[0039] 190. Replacement flange;

[0040] 200. Emissions sampling and detection system;

[0041] 210. First shunt;

[0042] 211. First air intake end;

[0043] 212. First exhaust end; 213. Second exhaust end; 214. Sixth exhaust end;

[0044] 220. Sampling component;

[0045] 221. Two-dimensional chromatography-mass spectrometry sampler; 222. Particle sampler;

[0046] 231. First carbon dioxide analyzer; 232. Second carbon dioxide analyzer;

[0047] 241. First dilution component; 242. Second dilution component;

[0048] 243. Second filter; 244. Second heat exchanger; 245. Safety valve; 246. Dilution chamber;

[0049] 250. Cyclone separator;

[0050] 260. Analysis components;

[0051] 261. Five-component analyzer; 262. Fourier transform infrared analyzer;

[0052] 263. Scanning Electromobility Particle Size Spectrometer; 264. Black Carbon Analyzer;

[0053] 270. Volatile particulate removal device;

[0054] 280. Second shunt;

[0055] 281. Second air intake end;

[0056] 282. Third exhaust end; 283. Fourth exhaust end; 284. Fifth exhaust end;

[0057] 290. Non-volatile particulate analyzer;

[0058] 291. Non-volatile particulate matter mass analyzer;

[0059] 292. Non-volatile particle number analyzer;

[0060] 300. Intake and exhaust system;

[0061] 310. Intake assembly;

[0062] 311. Inlet tower; 312. First filter; 313. Dryer; 314. Screw air compressor;

[0063] 315, First air intake path; 3151, Condenser;

[0064] 316. Second air intake; 3161. Heating unit;

[0065] 317. Mixer; 318. Third humidity controller;

[0066] 320. Exhaust assembly; 321. First heat exchanger; 322. Vacuum pump;

[0067] 400, Flow meter; 500, Control valve;

[0068] 610. Temperature, humidity, and pressure sensor; 620. Temperature sensor; 630. Pressure sensor;

[0069] 720. Cooler;

[0070] 800, Air pump; 900, Isolation valve;

[0071] 2000, aircraft engines. Detailed Implementation

[0072] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0073] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0074] The following description, with reference to the accompanying drawings, describes an embodiment of the present invention: an aero-engine emission analysis test platform 1000 based on high-altitude simulation.

[0075] like Figure 1 As shown, an aero-engine emission analysis test platform 1000 based on high-altitude simulation according to an embodiment of the present invention includes: a high-altitude simulation system 100, an emission sampling and detection system 200, and an intake and exhaust system 300.

[0076] like Figure 1As shown, the high-altitude simulation system 100 includes an environmental chamber 110 and a high-altitude simulation chamber 180. The environmental chamber 110 houses the aircraft engine 2000 to be tested, and the high-altitude simulation chamber 180 is connected to the aircraft engine 2000 and is used to receive the exhaust gas from the aircraft engine 2000. This can be understood as the aircraft engine 2000 being housed in the environmental chamber 110, and the exhaust gas produced by the aircraft engine 2000 being discharged into the high-altitude simulation chamber 180. The environmental chamber 110 is used to simulate the environment of the aircraft engine 2000 at high altitude, i.e., to simulate the fuselage environment, while the high-altitude simulation chamber 180 is used to simulate the high-altitude evolution of the aircraft engine 2000's exhaust gas, facilitating subsequent accurate detection of the characteristics and evolution process of the aircraft engine 2000's exhaust gas at high altitude.

[0077] In some examples, the environmental cabin 110 is equipped with an installation platform (not shown in the figure), on which the aircraft engine 2000 is mounted, so as to house the aircraft engine 2000 inside the environmental cabin 110.

[0078] like Figure 1 As shown, the emission sampling and detection system 200 is connected to the aircraft engine 2000. The emission sampling and detection system 200 is used to receive the exhaust gas from the aircraft engine 2000 and to collect and detect the exhaust gas. That is to say, the exhaust gas from the aircraft engine 2000 of this application is not only discharged into the high-altitude simulation cabin 180, but also a portion of the exhaust gas is discharged into the emission sampling and detection system 200. The emission sampling and detection system 200 is used to collect and detect various emissions in the exhaust gas, providing data support for the subsequent organization and control of the combustion flow of the aircraft engine 2000. At the same time, it can also assess the impact of the application of sustainable aviation fuel and zero-carbon fuel on aviation emissions.

[0079] In some examples, a sampling rake is provided at the exhaust port of the aircraft engine 2000. The sampling rake is connected to the emission sampling and detection system 200 so that the emission sampling and detection system 200 can be used to collect and detect the exhaust of the aircraft engine 2000.

[0080] In summary, this application provides multiple sampling points at the exhaust port of the aircraft engine 2000. This facilitates the use of the high-altitude simulation cabin 180 to simulate the high-altitude evolution of the aircraft engine 2000's exhaust, and also facilitates the use of the emission sampling and detection system 200 to collect and detect the exhaust of the aircraft engine 2000.

[0081] like Figure 1As shown, the intake and exhaust system 300 includes an intake assembly 310 and an exhaust assembly 320. The intake assembly 310 is connected to the environmental chamber 110 and the aircraft engine 2000 to intake air into both the environmental chamber 110 and the aircraft engine 2000. This means that the intake assembly 310 is connected to both the environmental chamber 110 and the aircraft engine 2000, allowing air to be drawn into both the environmental chamber 110 and the aircraft engine 2000 respectively. This facilitates subsequent simulation of the high-altitude environment of the aircraft engine 2000, thereby enabling convenient detection and analysis of the aircraft engine 2000's exhaust.

[0082] like Figure 1 As shown, the exhaust assembly 320 is connected to the high-altitude simulation system 100, the emission sampling and detection system 200, and the aircraft engine 2000 to extract gases from the environmental chamber 110, the high-altitude simulation chamber 180, the emission sampling and detection system 200, and the aircraft engine 2000.

[0083] Specifically, when the exhaust assembly 320 extracts gas from the environmental chamber 110, it facilitates low-pressure simulation of the environmental chamber 110, thereby simulating the fuselage state of the aero-engine 2000 and improving the subsequent detection accuracy of the aero-engine 2000; when the exhaust assembly 320 extracts gas from the high-altitude simulation chamber 180, it facilitates low-pressure simulation of the high-altitude simulation chamber 180, thereby facilitating high-altitude evolution simulation of the exhaust gas within the aero-engine 2000; when the exhaust assembly 320 extracts gas from the emission sampling and detection system 200, it promotes the flow of exhaust gas within the emission sampling and detection system 200, thereby facilitating the detection of exhaust gas using the emission sampling and detection system 200, and also allows the discharge of excess exhaust gas within the emission sampling and detection system 200; when the exhaust assembly 320 extracts gas from the aero-engine 2000, it facilitates the discharge of excess exhaust gas generated by the aero-engine 2000.

[0084] In other words, the exhaust generated by the aircraft engine 2000 of this application is divided into three parts: the first part is discharged into the high-altitude simulation cabin 180 for high-altitude evolution simulation, the second part is discharged into the emission sampling and detection system 200 for detection, and the third part is discharged directly through the exhaust assembly 320.

[0085] In some examples, a flow splitter assembly may be provided at the exhaust port of the aircraft engine 2000, which is adapted to divide the exhaust generated by the aircraft engine 2000 into three parts.

[0086] Furthermore, the emission sampling and detection system 200 is equipped with a multi-stage dilution component. The multi-stage dilution component dilutes the emissions in the exhaust multiple times, so that the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application can test different types of aero-engines 2000, thereby improving the compatibility of the high-altitude simulation-based aero-engine emission analysis test platform 1000.

[0087] As can be seen from the above structure, the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this invention, by setting up an environmental cabin 110 and a high-altitude simulation cabin 180, enables the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application to perform high-altitude evolution simulation of the exhaust of aero-engine 2000, which is of great significance for measuring the impact of the exhaust of aero-engine 2000 on the environment and climate.

[0088] Meanwhile, the study on the high-altitude evolution simulation of exhaust gas using the high-altitude simulation chamber 180 in this application only introduces a portion of the exhaust gas from the aircraft engine 2000 into the high-altitude simulation chamber 180, rather than introducing all the exhaust gas from the aircraft engine 2000 into the high-altitude simulation chamber 180. This can minimize the impact of high-altitude evolution of exhaust gas on exhaust gas, that is, it can ensure that a portion of the exhaust gas from the aircraft engine 2000 can be smoothly discharged through the exhaust assembly 320 and can be smoothly entered into the emission sampling and detection system 200 for detection.

[0089] By setting up an emissions sampling and detection system 200 to collect and detect the exhaust of the aircraft engine 2000, data support can be provided for the subsequent organization and control of the combustion flow of the aircraft engine 2000. At the same time, it can also be used to assess the impact of the application of sustainable aviation fuels and zero-carbon fuels on aviation emissions.

[0090] It should be noted that, depending on their intended use, commercially available aero engines can be categorized into turbojet engines, turbofan engines, turboshaft engines, and piston engines. Due to differences in combustion mechanisms, the exhaust temperatures and pressures of different types of aero engines vary. For example, because piston engines and turbofan engines employ different thermodynamic cycle modes, the exhaust temperature of piston engines is higher than that of turbofan engines. Furthermore, the exhaust temperature of turbofan engines is lower than that of turbojet engines due to dilution by the bypass duct. Additionally, since turbofan engines primarily employ premixed lean combustion, while piston engines currently mainly use diffusion combustion, the particulate number concentrations of turbofan and piston engines differ by orders of magnitude. Different dilution processes and pressure adjustments are required before the particulate matter can be detected by instruments, necessitating adjustable dilution ratios across a wide range for the dilution components.

[0091] Therefore, this application sets up a multi-stage dilution component in the emission sampling and detection system 200. The multi-stage dilution component can be used to achieve an adjustable dilution ratio over a wide range, that is, it can dilute exhaust gas with a high particulate concentration to a large extent to accommodate exhaust gas with different particulate concentrations. This makes the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application compatible with different types of aero-engines 2000.

[0092] In summary, the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application is compatible and applicable to the testing of various types of aero-engines 2000, including turbofan engines, turbojet engines, turboshaft engines, and piston engines.

[0093] It should be emphasized that after the first stage of dilution, the exhaust gas is diluted to a lower degree, allowing for the detection of gaseous emissions, ensuring the accuracy of the test results, and enabling the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application to simultaneously detect multiple emissions in the exhaust gas.

[0094] Understandably, compared to existing technologies, the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application can perform high-altitude evolution simulation, data collection, and detection of exhaust emissions from different types of aero-engines 2000. Simultaneously, it can detect multiple emissions in the exhaust, ensuring that information on non-volatile particulate matter and gaseous emissions can be obtained in a single test. This realizes multiple functions of a single testing platform, which not only effectively improves the efficiency of emission detection and analysis but also saves testing time and costs. Furthermore, it allows for diversified and systematic analysis of aero-engine 2000 emissions, providing a comprehensive evaluation and data support for subsequent formulation of emission reduction measures and combustion control strategies for aero-engine 2000.

[0095] In some examples, such as Figure 1 As shown in Figure 4, a particle sampler 222 is provided at the exhaust outlet of the high-altitude simulation chamber 180. The particle sampler 222 is used to collect the gas after the high-altitude evolution simulation, so as to facilitate the subsequent offline analysis of the exhaust, detection of the chemical composition of the exhaust, and microscopic observation of the microscopic characteristics of the particles.

[0096] Optionally, a control valve can be installed between the particle sampler 222 and the exhaust outlet of the high-altitude simulation chamber 180. The control valve can control the particle sampler 222 to collect and properly store the exhaust at different evolution times, so as to facilitate subsequent offline analysis of the exhaust.

[0097] Optionally, combined Figure 1 and Figure 2As shown, the air intake assembly 310 includes an air intake tower 311, which is used to enable air intake toward the environmental cabin 110 and the aircraft engine 2000.

[0098] In some examples, such as Figure 2 As shown, the air outlet of the intake tower 311 is sequentially connected to a first filter 312, a dryer 313, and a screw air compressor 314. The first filter 312 is used to filter impurities in the air to improve gas quality; the dryer 313 is used to remove moisture from the gas introduced from the intake tower 311; and the screw air compressor 314 is used to further compress the gas flowing through it to ensure the amount of gas entering the subsequent environmental chamber 110 and the aircraft engine 2000.

[0099] In some specific examples, dryer 313 can remove 99% of the moisture in the air.

[0100] Optionally, such as Figure 2 As shown, the screw air compressor 314 is connected downstream to both a first intake passage 315 and a second intake passage 316. Both the first and second intake passages 315 and 316 are connected to the aero-engine 2000. The first intake passage 315 is equipped with a condenser 3151, which cools the gas within it to create a low-temperature gas. The second intake passage 316 is equipped with a heater 3161, which heats the gas flowing through it to create a high-temperature gas. Thus, when gas is subsequently supplied to the aero-engine 2000, the temperature of the gas supplied can be controlled by the cooperation of the first and second intake passages 315 and 316 to ensure that the gas temperature meets the requirements of the aero-engine 2000.

[0101] In some examples, the heater 3161 may be a heating furnace that heats the gas flowing through the second air intake 316 to regulate the gas temperature within the second air intake 316.

[0102] In some specific examples, the condenser 3151 must meet the condensation requirements of the corresponding airflow of the aero-engine 2000 at various altitudes and operating conditions, and its maximum condensation capacity must ensure that the minimum gas temperature of the intake assembly 310 remains below 230K; correspondingly, the heater 3161 must meet the temperature requirements of the corresponding airflow of the aero-engine 2000 at various altitudes and operating conditions, and its maximum heating capacity must ensure that the maximum gas temperature of the intake assembly 310 remains not below 300K.

[0103] It should be noted that, since the first air intake 315 and the second air intake 316 deliver gases at different temperatures, and the first air intake 315 and the second air intake 316 are used in conjunction to regulate the temperature of the gas entering the aero-engine 2000, the gas temperature meets the required temperature of the aero-engine 2000, thus facilitating high-altitude simulation of the aero-engine 2000; at the same time, the coordinated regulation of the first air intake 315 and the second air intake 316 can improve the temperature regulation efficiency, thereby improving the detection efficiency of the aero-engine emission analysis test platform 1000 based on high-altitude simulation of this application.

[0104] The downstream process can be understood as follows: during the gas flow process, the gas first flows through the screw air compressor 314 and then simultaneously flows through the first intake passage 315 and the second intake passage 316, so that the screw air compressor 314 can compress the gas and increase the amount of gas entering the first intake passage 315 and the second intake passage 316.

[0105] Optionally, such as Figure 2 As shown, the outlet ends of the first air intake passage 315 and the second air intake passage 316 are simultaneously connected to the mixer 317. The mixer 317 is connected to the aircraft engine 2000 so as to mix the temperature processed by the first condenser 3151 and the heater 3161 using the mixer 317, and then deliver the mixed gas to the aircraft engine 2000 through the mixer 317.

[0106] Optionally, such as Figure 2 As shown, a third humidity controller 318 is connected to the mixer 317. The third humidity controller 318 can generate water vapor and transmit it to the mixer 317 when the intake air requires a certain humidity, so as to adjust the humidity of the gas in the mixer 317, which facilitates the simulation of intake air humidity and meets the high-altitude simulation requirements of the aero-engine 2000.

[0107] Optionally, such as Figure 1 As shown, a third air intake path is also connected downstream of the screw air compressor 314. The third air intake path is used to directly introduce the air compressed by the screw air compressor 314 into the environmental chamber 110 and the high-altitude simulation chamber 180, so as to realize the air intake component 310 to intake into the environmental chamber 110 and the high-altitude simulation chamber 180. In other words, the air intake component 310 of this application can intake into the environmental chamber 110, the high-altitude simulation chamber 180 and the aero-engine 2000 respectively, which facilitates the subsequent simulation of the high-altitude environment of the aero-engine 2000 and the high-altitude evolution simulation of the exhaust, thereby facilitating the detection and analysis of the exhaust of the aero-engine 2000.

[0108] In some examples, such as Figure 1As shown, a flow meter 400 and a temperature, humidity and pressure sensor 610 are provided between the mixer 317 and the high-altitude simulation system 100. The flow meter 400 is used to detect the gas flow rate to the aircraft engine 2000, which facilitates subsequent adjustment of the gas flow rate. The temperature, humidity and pressure sensor 610 is used to detect the temperature, humidity and pressure of the gas entering the aircraft engine 2000, which facilitates subsequent adjustment of the temperature, humidity and pressure of the gas, so that the temperature, humidity, pressure and flow rate of the gas entering the aircraft engine 2000 all meet the required requirements.

[0109] Optionally, such as Figure 1 and Figure 2 As shown, regulating valves 500 are provided between the first air intake 315, the second air intake 316, the mixer 317 and the high-altitude simulation system 100. The regulating valves 500 are used to adjust the gas flow rate entering the aero-engine 2000 according to the detection results of the flow meter 400.

[0110] As can be seen from the above, the condenser 3151 on the first air intake 315 and the heater 3161 on the second air intake 316 work together to adjust the temperature of the gas entering the aircraft engine 2000 according to the temperature, humidity and pressure sensor 610; correspondingly, the third humidity controller 318 is used to adjust the humidity of the gas entering the aircraft engine 2000 according to the temperature, humidity and pressure sensor 610, and the exhaust assembly 320 is used to adjust the pressure of the gas entering the aircraft engine 2000 according to the temperature, humidity and pressure sensor 610, so that the temperature, humidity, pressure and flow rate of the gas entering the aircraft engine 2000 all meet the required requirements.

[0111] In some specific examples, when fresh air is used to intake the aircraft engine 2000, the fresh air passes sequentially through the intake tower 311, the first filter 312, the dryer 313, and the screw air compressor 314 before being split into the first intake path 315, the second intake path 316, and the third intake path. The first intake path 315 and the second intake path 316 are used to regulate the gas temperature before delivering it to the mixer 317. The mixer 317 is used to deliver the mixed gas to the aircraft engine 2000. At the same time, the third intake path is used to introduce the gas discharged from the screw air compressor 314 into the environmental chamber 110 and the high-altitude simulation chamber 180, thereby enabling air to be drawn into the aircraft engine 2000, the environmental chamber 110, and / or the high-altitude simulation chamber 180.

[0112] Optionally, such as Figure 1 and Figure 4As shown, the exhaust assembly 320 includes a first heat exchanger 321 and a vacuum pump 322. The vacuum pump 322 is used to extract gas from the environmental chamber 110, the high-altitude simulation chamber 180, the emission sampling and detection system 200, and the aircraft engine 2000 to ensure that the gas can flow smoothly. At the same time, it can also realize the low-pressure simulation of the environmental chamber 110 and the high-altitude simulation chamber 180.

[0113] The first heat exchanger 321 is used to adjust the temperature of the gas entering the vacuum pump 322, thereby ensuring that the temperature of the gas entering the vacuum pump 322 is within the operating temperature range of the vacuum pump 322, so as to protect the vacuum pump 322 and extend its service life.

[0114] In some specific examples, the first heat exchanger 321 is used to ensure that the exhaust temperature of the aero-engine 2000 entering the vacuum pump 322 is between 25°C and 60°C under any operating flow condition, so that the gas temperature entering the vacuum pump 322 is within the operating temperature range of the vacuum pump 322.

[0115] In some examples, the exhaust assembly 320 may be connected to the intake assembly 310, and the exhaust assembly 320 may be used to extract part of the gas in the intake assembly 310 to achieve low pressure in the intake; accordingly, the exhaust assembly 320 may also include a condenser 3151 and a third humidity controller 318 (not shown in the example figure) to achieve low temperature and low humidity in the exhaust, so as to achieve full environmental simulation of high-altitude intake and exhaust.

[0116] It should be noted that the interconnected components of this application are sealed by connecting pipes. In order to avoid air leakage in the connecting pipes, the inside of the connecting pipes should be smoothed and the roughness should be within 3.2, so as to minimize pressure loss along the pipes.

[0117] In some embodiments of the present invention, such as Figure 3 As shown, the emission sampling and detection system 200 includes a first diverter 210, which includes a first intake end 211, a first exhaust end 212, and a second exhaust end 213. The first exhaust end 212, the second exhaust end 213, and the first intake end 211 are connected. The first intake end 211 is used to receive exhaust gas. This allows the exhaust gas from the aircraft engine 2000 to smoothly enter the emission sampling and detection system 200, thereby facilitating the collection and detection of exhaust gas using the emission sampling and detection system 200.

[0118] Optionally, such as Figure 3As shown, the emission sampling and detection system 200 includes a sampling component 220 and a first carbon dioxide analyzer 231. Both the sampling component 220 and the first carbon dioxide analyzer 231 are connected to the first exhaust end 212. The sampling component 220 is used to collect exhaust gas, and the first carbon dioxide analyzer 231 is used to analyze the exhaust gas. Specifically, by connecting both the sampling component 220 and the first carbon dioxide analyzer 231 to the first exhaust end 212 of the first distributor 210, a portion of the exhaust gas entering the first distributor 210 can smoothly enter the sampling component 220 and the first carbon dioxide analyzer 231. This enables the sampling component 220 to collect exhaust gas from the aircraft engine 2000 and the first carbon dioxide analyzer 231 to detect the exhaust gas from the aircraft engine 2000, thereby obtaining the carbon dioxide concentration within the aircraft engine 2000.

[0119] In some specific examples, a small portion of the exhaust gas (5% to 10% of the total flow rate) in the first diverter 210 is diverted to the sampling component 220 and the first carbon dioxide analyzer 231. At this time, the sampling component 220 collects the exhaust gas of the aero-engine 2000 to facilitate subsequent offline detection of the chemical composition of the exhaust gas and microscopic observation of the microscopic characteristics of the particles, and the first carbon dioxide analyzer 231 is used to detect the carbon dioxide concentration of the exhaust gas without any dilution.

[0120] It is worth emphasizing that the sampling component 220 of this application can realize in-situ detection of exhaust gas.

[0121] In some examples, such as Figure 3 As shown, the sampling component 220 includes a two-dimensional chromatographic mass spectrometer sampler 221 and a particle sampler 222. This facilitates subsequent analysis of gas components using a two-dimensional chromatographic mass spectrometer, molecular structure analysis using a Raman spectrometer, hygroscopic particle hygroscopicity studies using a hygroscopic tandem differential electromobility analyzer, particle oxidation and aging analysis using a secondary particulate oxidation reactor, and microscopic characterization of the gas using scanning electron microscopy and transmission electron microscopy.

[0122] It should be noted that, since the exhaust temperature of the aircraft engine 2000 can reach up to 300℃, in order to avoid damage to the sampling assembly 220 and the first carbon dioxide analyzer 231 caused by the exhaust, such as... Figure 3 As shown, this application provides a cooler 720 downstream of the first exhaust end 212. The cooler 720 is used to cool the gas that is about to enter the sampling component 220 and the first carbon dioxide analyzer 231, thereby extending the service life of the sampling component 220 and the first carbon dioxide analyzer 231.

[0123] In some specific examples, the cooler 720 can cool the gas about to enter the sampling assembly 220 and the first carbon dioxide analyzer 231 to between 20°C and 40°C.

[0124] In addition, in some examples, after the sampling component 220 collects the exhaust gas, the collected sample needs to be properly preserved, such as by sealing and refrigerating it, to avoid changes in the composition and properties of the emissions in the gas, so as to facilitate more detailed and comprehensive testing of the exhaust gas in the future.

[0125] Optionally, such as Figure 3 As shown, the emission sampling and detection system 200 includes a first dilution component 241, which is connected to the second exhaust end 213. The first dilution component 241 is used to dilute the exhaust gas. This means that a portion of the exhaust gas in the first distributor 210 flows into the first dilution component 241 to dilute the exhaust gas, reduce its temperature and pressure, and facilitate subsequent detection of the exhaust gas.

[0126] Optionally, such as Figure 3 As shown, the first dilution assembly 241 includes a second filter 243, a second heat exchanger 244, a safety valve 245, and a dilution chamber 246 arranged sequentially along the dilution gas flow direction. The dilution chamber 246 is connected to both the safety valve 245 and the second exhaust end 213, allowing external dilution gas and the exhaust gas from the aircraft engine 2000 to enter the dilution chamber 246 for mixing, thereby reducing the temperature and pressure of the exhaust gas. Nitrogen gas can be used as the dilution gas.

[0127] In a specific example, the exhaust gas from the aircraft engine 2000 directly enters the dilution chamber 246. The dilution gas passes through the second filter 243, the second heat exchanger 244, and the safety valve 245 in sequence before entering the dilution chamber 246 to mix with the exhaust gas. The second filter 243, the second heat exchanger 244, and the safety valve 245 work together to ensure that the dilution conditions are stable and controllable.

[0128] Optionally, the dilution gas introduced by the first dilution component 241 is at a low temperature so as to cool the exhaust gas temperature to 20°C to 60°C, which facilitates subsequent detection and analysis of the exhaust gas. At the same time, a large dilution ratio should not be used to ensure the concentration of gas components in the exhaust gas.

[0129] In some specific examples, the dilution ratio of the first dilution component 241 is between 1:8 and 1:13.

[0130] Optionally, such as Figure 3As shown, the first diverter 210 also includes a sixth exhaust end 214, which discharges a portion of the exhaust gas inside the first diverter 210. That is, the first diverter 210 not only leads the exhaust gas to the sampling component 220, the first carbon dioxide analyzer 231, and the first dilution component 241 respectively, but is also adapted to discharge a portion of the exhaust gas to ensure that the exhaust pressure flowing into the first dilution component 241 is maintained near atmospheric pressure.

[0131] The aforementioned discharge of part of the exhaust gas from the first distributor 210 can be either discharged into the exhaust assembly 320 or directly discharged into the atmosphere; this application does not impose any specific restrictions.

[0132] In the description of this invention, features defined with "first", "second", "third", "fourth", "fifth" and "sixth" may explicitly or implicitly include one or more of these features, used to distinguish and describe features, without any order or importance.

[0133] In summary, this application utilizes the first distributor 210 to rationally allocate the exhaust flow to different structural components (sampling component 220, first carbon dioxide analyzer 231, and first dilution component 241), so that the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application can collect and detect exhaust emissions.

[0134] Optionally, such as Figure 3 As shown, the emission sampling and detection system 200 includes a cyclone separator 250 and an analysis component 260. The cyclone separator 250 is located between the first dilution component 241 and the analysis component 260 and is connected to both. Thus, the exhaust gas diluted by the first dilution component 241 can enter the cyclone separator 250 to remove particles larger than 1 micrometer from the exhaust gas, preventing particles from clogging the analysis component 260 and ensuring that the analysis component 260 can effectively detect the exhaust gas.

[0135] Optionally, such as Figure 3As shown, the analysis component 260 includes a five-component analyzer 261, a Fourier transform infrared (FTIR) analyzer 262, a scanning electric mobility particulate size spectrometer 263, and a black carbon analyzer 264. The five components include oxygen, carbon dioxide, carbon monoxide, nitrogen oxides, and unburned hydrocarbons, enabling the five-component analyzer 261 to detect these components in the exhaust gas. The Fourier transform infrared (FTIR) analyzer 262 is primarily used to detect and analyze the concentration of some unconventional emission gases. The scanning electric mobility particulate size spectrometer 263 is used to analyze the particle number concentration at different particle sizes. The black carbon analyzer 264 is used to detect and analyze black carbon substances in the exhaust gas, thus enabling the analysis component 260 to simultaneously detect and analyze multiple emissions in the exhaust gas.

[0136] It should be noted that after the exhaust gas passes through the first dilution component 241, the exhaust gas is diluted to a low degree, making it suitable for gaseous emission detection. Therefore, this application sets up an analysis component 260 downstream of the first dilution component 241 to detect and analyze multiple gases in the exhaust gas, ensuring the accuracy of the detection results and enabling the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application to simultaneously detect multiple emissions (non-volatile particles, volatile particles, nitrogen oxides, unburned hydrocarbons, etc.) in the exhaust gas.

[0137] It should also be noted that the particle scanning electromobility instrument built into the scanning electromobility particle size spectrometer 263 will pre-screen particles within a certain size range, which greatly reduces the particle number concentration entering the subsequent condensation particle counter. Therefore, the exhaust gas entering the scanning electromobility particle size spectrometer 263 does not need to undergo large dilution. Therefore, in this application, the scanning electromobility particle size spectrometer 263 is directly set downstream of the first dilution component 241.

[0138] Optionally, such as Figure 3 As shown, the emission sampling and detection system 200 also includes a second dilution component 242, which is located downstream of the first dilution component 241. The second dilution component 242 is used to dilute the exhaust gas. This further dilutes the exhaust gas, enabling the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application to detect exhaust gas with different particulate concentrations, thus making this application compatible with different types of aero-engines 2000.

[0139] The structure and dilution process of the second dilution component 242 can be found in the first dilution component 241, and will not be described in detail here.

[0140] In specific examples, such as Figure 3As shown, the exhaust gas discharged after passing through the cyclone separator 250 is divided into two paths. One path enters the analysis component 260 to analyze and detect various emissions in the exhaust gas. The other path enters the second dilution component 242 to further dilute the already diluted exhaust gas, which facilitates subsequent analysis and detection of exhaust gas with high particulate concentration.

[0141] It should be noted that since the exhaust temperature after dilution by the first dilution component 241 is between 20℃ and 60℃, which is within the operating temperature range of the subsequent non-volatile particulate analyzer 290, the second dilution component 242 can directly introduce room temperature dilution gas. However, the dilution ratio needs to be relatively large. The dilution ratio can be appropriately adjusted according to the results of the upstream scanning electromobility particulate size spectrometer 263 to meet the requirements for detecting the exhaust of different aero engines 2000.

[0142] In some examples, the dilution ratio of the second dilution component 242 may be limited to a maximum of 1:500.

[0143] Optionally, such as Figure 3 As shown, the emission sampling and detection system 200 also includes a volatile particulate remover 270, a second diverter 280, and a non-volatile particulate analyzer 290 arranged sequentially along the exhaust flow direction. The volatile particulate remover 270 is located downstream of the second dilution assembly 242. Because the volatile particles in the exhaust flowing to the volatile particulate remover 270 have already undergone self-condensation or condensed on the surface of the non-volatile particles, the volatile particulate remover 270 of this application can be used to remove the volatile particles in the exhaust before non-volatile particulate particle detection, ensuring the accuracy of subsequent non-volatile particulate particle detection.

[0144] It should be noted that the volatile particulate remover 270, the second diverter 280, and the non-volatile particulate analyzer 290, arranged sequentially in the exhaust flow direction, can be understood as follows: when exhaust gas is discharged from the volatile particulate remover 270, it can smoothly flow into the second diverter 280, facilitating subsequent diversion of the exhaust gas using the second diverter 280; correspondingly, the exhaust gas discharged from the second diverter 280 can also smoothly enter the non-volatile particulate analyzer 290, facilitating subsequent detection and analysis of non-volatile particles in the exhaust gas using the non-volatile particulate analyzer 290.

[0145] Optionally, such as Figure 3As shown, the second diverter 280 includes a second inlet end 281, a third exhaust end 282, a fourth exhaust end 283, and a fifth exhaust end 284. The third exhaust end 282, the fourth exhaust end 283, and the fifth exhaust end 284 are all connected to the second inlet end 281, which in turn is connected to the volatile particulate remover 270. Thus, the exhaust gas treated by the volatile particulate remover 270 can smoothly enter the second diverter 280 through the second inlet end 281, facilitating subsequent diversion and discharge of the exhaust gas within the second diverter 280 using the third exhaust end 282, the fourth exhaust end 283, and the fifth exhaust end 284.

[0146] Optionally, such as Figure 3 As shown, the non-volatile particulate analyzer 290 includes a non-volatile particulate mass analyzer 291 and a non-volatile particulate number analyzer 292. A third exhaust end 282 is connected to the non-volatile particulate mass analyzer 291, a fourth exhaust end 283 is connected to the non-volatile particulate number analyzer 292, and a fifth exhaust end 284 is connected to a vacuum pump 800. In other words, after the exhaust gas passes through the volatile particulate remover 270, it is divided into three paths by the second distributor 280. Two of these paths enter the non-volatile particulate mass analyzer 291 and the non-volatile particulate number analyzer 292 respectively, to analyze the mass and number of non-volatile particles. The third path is drawn away by the vacuum pump 800, thus discharging excess exhaust gas from the second distributor 280 to the atmosphere or the exhaust assembly 320.

[0147] In summary, the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application can simultaneously detect non-volatile particles and gaseous components in the exhaust of aero-engine 2000. Compared with previous test platforms that could only detect one type of emission, this application can collect data from the same exhaust on the same test platform and then simultaneously detect multiple emissions, realizing multiple functions of a single test platform. This not only effectively improves the efficiency of emission analysis and saves detection time and costs, but also enables diversified and systematic analysis of the exhaust of aero-engine 2000 to provide a comprehensive evaluation and provide data support for the subsequent formulation of emission reduction measures and combustion control strategies for aero-engine 2000.

[0148] Meanwhile, since the multiple sampling or detection modules of this application (sampling component 220, first carbon dioxide analyzer 231, analysis component 260 and non-volatile particulate analyzer 290, etc.) all have a unified gas source, the consistency of emission detection can be guaranteed, while meeting the requirements of synchronicity and parallelism of emission sampling, ensuring the accuracy of analysis and detection, thereby better coordinating the control of the combustion process to minimize the overall environmental impact of emissions.

[0149] Optionally, such as Figure 3 As shown, a second carbon dioxide analyzer 232 is provided between the fifth exhaust end 284 and the vacuum pump 800. That is, when the vacuum pump 800 draws exhaust gas from the second distributor 280 through the fifth exhaust end 284, some of the exhaust gas can also enter the second carbon dioxide analyzer 232. The second carbon dioxide analyzer 232 is used to detect the carbon dioxide concentration in the exhaust gas after it has been diluted by the second dilution component 242, so that the ratio of the first carbon dioxide analyzer 231 and the second carbon dioxide analyzer 232 can be used to verify the total dilution ratio.

[0150] Optionally, such as Figure 3 As shown, a vacuum pump 800 is also provided between the second carbon dioxide analyzer 232 and the fifth exhaust end 284. The vacuum pump 800 is used to extract part of the exhaust gas discharged from the fifth exhaust end 284, so as to lead part of the exhaust gas into the second carbon dioxide analyzer 232, so as to facilitate the detection of carbon dioxide concentration in the exhaust gas by the second carbon dioxide analyzer 232.

[0151] It should be noted that, assuming the second carbon dioxide analyzer 232 has normal analysis results, if the ratio of the first carbon dioxide analyzer 231 and the second carbon dioxide analyzer 232 differs too much from the set total dilution ratio (e.g., greater than 10%), it is necessary to carefully check whether there is any air leakage or other malfunction in the pipeline of the emission sampling and detection system 200, so as to ensure the accuracy of the emission sampling and detection system 200.

[0152] Optionally, such as Figure 3 As shown, the entire emission sampling and detection system 200 is equipped with multiple temperature sensors 620, pressure sensors 630 and flow meters 400 to ensure that the exhaust gas is within a suitable temperature and pressure range when it enters the corresponding sampling or detection module, so as to avoid damage to the corresponding detection instruments caused by the exhaust gas.

[0153] Optionally, such as Figure 3 As shown, the emission sampling and detection system 200 is also equipped with multiple isolation valves 900. When the temperature sensor 620, pressure sensor 630 or flow meter 400 detects that the temperature, pressure or flow of the exhaust gas exceeds the tolerance range of the corresponding detection instrument, the isolation valve 900 is opened to restrict the exhaust gas flow to the corresponding sampling or detection module, thereby extending the service life of the corresponding sampling or detection module.

[0154] In some embodiments of the present invention, such as Figure 4As shown, the high-altitude simulation system 100 includes a first humidity controller 121 and a first refrigerator 131. The first humidity controller 121 and the first refrigerator 131 are connected to the environmental chamber 110. The first humidity controller 121 is used to adjust the humidity of the environmental chamber 110, and the first refrigerator 131 is used to adjust the temperature of the environmental chamber 110. This means that both the first humidity controller 121 and the first refrigerator 131 are connected to the environmental chamber 110. Simultaneously, the humidity of the environmental chamber 110 is adjusted using the first humidity controller 121 to simulate the humidity environment of the aircraft fuselage; the temperature of the environmental chamber 110 is adjusted using the first refrigerator 131 to simulate the low temperature environment of the aircraft fuselage; finally, the vacuum pump 322 in the exhaust assembly 320 extracts gas from the environmental chamber 110 to reduce the gas pressure within the environmental chamber 110, thereby simulating the low pressure environment of the aircraft fuselage. This creates a low-temperature, low-pressure, and low-humidity environment within the environmental chamber 110, facilitating accurate simulation of the aircraft fuselage environment and improving the accuracy of subsequent detection of the exhaust gas from the aircraft engine 2000 located within the environmental chamber 110.

[0155] In some examples, a first humidity control valve (not shown in the figure) is provided between the first humidity controller 121 and the environmental chamber 110. The first humidity controller 121 can generate water vapor when the environmental chamber 110 needs a certain humidity and the first humidity control valve can adjust the amount of water vapor delivered to the environmental chamber 110 so as to accurately adjust the humidity in the environmental chamber 110 and create an environment with a certain humidity in the environmental chamber 110.

[0156] Optionally, such as Figure 1 As shown, the exhaust end of the first refrigerator 131 is connected to the environmental chamber 110, and the air inlet end of the first refrigerator 131 is connected to the air inlet assembly 310. In this way, the air inlet assembly 310 can introduce gas into the first refrigerator 131. After being cooled by the first refrigerator 131, the lower temperature gas is then introduced into the environmental chamber 110 to simulate the low temperature environment of the fuselage.

[0157] Optionally, such as Figure 1 As shown, the first refrigeration unit 131 is connected to the intake assembly 310 through an intake pipe. The end of the intake pipe near the intake assembly 310 can be connected to the downstream of the screw air compressor 314, so that the compressed gas can be introduced into the first refrigeration unit 131 to increase the intake volume of the first refrigeration unit 131.

[0158] The downstream section mentioned here can be understood as the gas first flowing through the screw air compressor 314 during the flow process, so that the screw air compressor 314 can compress the gas, and then the compressed gas flows to the intake pipe.

[0159] Optionally, such as Figure 4As shown, an adjusting valve 500 is provided between the environmental chamber 110 and the vacuum pump 322. The adjusting valve 500 is used to balance the suction state of the vacuum pump 322 so that the low-pressure environment in the environmental chamber 110 remains unchanged.

[0160] Optionally, such as Figure 4 As shown, the environmental chamber 110 is equipped with a temperature, humidity and pressure sensor 610. The temperature, humidity and pressure sensor 610 is used to monitor the temperature, humidity and pressure of the environmental chamber 110, so that the temperature, humidity and pressure of the environmental chamber 110 can be adjusted according to the monitoring results to simulate the low temperature, low humidity and low pressure environment of the environmental chamber 110.

[0161] In a specific example, the compressed air from the screw air compressor 314 enters the environmental chamber 110 through the first refrigeration unit 131, so that the temperature inside the environmental chamber 110 can reach 236.2K to 300K. The humidity inside the environmental chamber 110 is regulated by the first humidity controller 121. The vacuum pump 322, the regulating valve 500, and the temperature, humidity and pressure sensor 610 work together to maintain the low pressure inside the environmental chamber. The vacuum pump 322 should meet the requirements of the environmental chamber 110, so that the low pressure and low temperature inside the environmental chamber 110 should be kept stable, and the fluctuation range should not exceed 5%. In this way, the pressure in the environmental chamber 110 is maintained between 0.036MPa and 0.101MPa, which correspond to the atmospheric environmental pressure at sea level and 8000m altitude, respectively, to more accurately simulate the environmental conditions at high altitudes.

[0162] In some examples, such as Figure 5 As shown, the environmental chamber 110 is connected to an environmental chamber inlet pipe 141 and an environmental chamber exhaust pipe 142. The two ends of the environmental chamber inlet pipe 141 are connected to the first refrigerator 131 and the environmental chamber 110, respectively, and the two ends of the environmental chamber exhaust pipe 142 are connected to the environmental chamber 110 and the vacuum pump 322, respectively. The environmental chamber inlet pipe 141 is used to introduce the gas cooled by the first refrigerator 131 into the environmental chamber 110, and the environmental chamber exhaust pipe 142 is used to exhaust the gas from the environmental chamber 110, thereby simulating the low temperature and low pressure of the environmental chamber 110.

[0163] Optionally, such as Figure 5 As shown, the high-altitude simulation system 100 includes an engine intake pipe 151 and an engine exhaust pipe 152. The engine intake pipe 151 is connected to the intake end of the aero-engine 2000, and the engine exhaust pipe 152 is connected to the exhaust end of the aero-engine 2000. This allows external gases to enter the aero-engine 2000 and exhausts the gases produced by combustion within the aero-engine 2000, i.e., it facilitates the subsequent collection, analysis, and evolution simulation of the aero-engine 2000's exhaust gases.

[0164] Optionally, the engine intake pipe 151 is connected to the mixer 317 of the intake assembly 310 to introduce the mixed gas into the aircraft engine 2000.

[0165] Optionally, the engine exhaust pipe 152 is connected to the high-altitude simulation chamber 180, the emission sampling and detection system 200, and the exhaust assembly 320, respectively, to facilitate the discharge of the exhaust from the aircraft engine 2000 into these three components. The high-altitude simulation chamber 180 is used to simulate the high-altitude evolution of the aircraft engine 2000's exhaust, the emission sampling and detection system 200 is used to sample and detect the exhaust from the aircraft engine 2000, and the exhaust assembly 320 is used to discharge a portion of the gases from the aircraft engine 2000.

[0166] It should be noted that the engine exhaust pipe 152 is independent of the environmental compartment 110 to prevent some of the exhaust from the aircraft engine 2000 from entering the environmental compartment 110, which in turn avoids affecting the low temperature, low pressure, and low humidity conditions inside the environmental compartment 110.

[0167] Optionally, such as Figure 5 As shown, the environmental chamber 110 is equipped with an adjustment plate 160 and a dynamometer 170. The adjustment plate 160 is used to adjust the volume of the environmental chamber 110. The dynamometer 170, engine intake pipe 151, and engine exhaust pipe 152 are all detachably connected to the aircraft engine 2000. This configuration allows for adjusting the volume of the environmental chamber 110 according to the type of aircraft engine 2000, and for replacing the dynamometer 170, engine intake pipe 151, and engine exhaust pipe 152 according to the type of aircraft engine 2000. This enables the high-altitude simulation-based aircraft engine emission analysis test platform 1000 of this application to test the exhaust emissions of different types of aircraft engines 2000, thereby improving the applicability of the high-altitude simulation-based aircraft engine emission analysis test platform 1000 and significantly enhancing its compatibility and economy.

[0168] Therefore, it can be understood that the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application, in order to be compatible with different types and different power aero-engines 2000, selects to set an adjustable plate 160 with adjustable volume in the environmental cabin 110, and sets the dynamometer element 170, engine intake pipe 151 and engine exhaust pipe 152 to be detachably connected to the aero-engine 2000.

[0169] When necessary, the vacuum pump 322 can also be used to guide the exhaust gas out of the environmental chamber 110 as quickly as possible.

[0170] In other words, the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application can not only simulate the high-altitude evolution of the exhaust of the aero-engine 2000 and simultaneously detect multiple emissions in the exhaust, but also detect various types of aero-engines 2000.

[0171] Among them, the aforementioned aero-engine 2000 includes, but is not limited to, turbofan engines, turbojet engines, turboshaft engines, piston engines, etc., which means that the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application is compatible and applicable to the testing of various types of aero-engines 2000, such as turbofan engines, turbojet engines, turboshaft engines, and piston engines.

[0172] Optionally, such as Figure 5 As 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 interleaved and movably disposed in the environmental chamber 110 so as to adjust the volume of the environmental chamber 110 by means of the adjustment plate 160.

[0173] In specific examples, such as Figure 5 As shown, when the first adjusting plate 161 moves downward and / or the second adjusting plate 162 moves to the right, the volume inside the environmental chamber 110 can be reduced; when the first adjusting plate 161 moves upward and / or the second adjusting plate 162 moves to the left, the volume inside the environmental chamber 110 can be increased, thereby achieving the purpose of adjusting the volume of the environmental chamber 110, which facilitates subsequent testing of the exhaust of different types of aero-engines 2000 using the test platform of this application.

[0174] Optionally, such as Figure 5 As shown, both ends of the first adjusting plate 161 and both ends of the second adjusting plate 162 are abutted against the environment chamber 110 by sealing rings 163, so as to prevent the gas in the environment chamber 110 from flowing out from the end of the first adjusting plate 161 or the end of the second adjusting plate 162, thereby ensuring the airtightness of the environment chamber 110.

[0175] Optionally, the dynamometer element 170 includes an independent dynamometer and a thrust testing system. Both the dynamometer and the thrust testing system are detachably connected to the aero-engine 2000, and the dynamometer and the thrust testing system correspond to different types of aero-engines 2000. In this way, when testing different types of aero-engines 2000, the dynamometer or the thrust testing system can be selected according to the type of aero-engine 2000, so as to use the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application to test the exhaust of different types of aero-engines 2000.

[0176] 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; when the aircraft engine 2000 to be tested is a turbojet engine or a turbofan engine, a thrust testing system can be connected to the aircraft engine 2000 to measure the thrust of the turbojet engine or turbofan engine.

[0177] Optionally, such as Figure 5 As shown, both the engine intake pipe 151 and the engine exhaust pipe 152 are fixed by the pipe replacement flange 190. Since the engine intake pipe 151 and the engine exhaust pipe 152 are 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 test platform of this application to test the exhaust of different types of aircraft engines 2000.

[0178] In summary, this application enables the test platform to meet the testing requirements of exhaust gases from various aero engines 2000 by setting the diameters of the engine intake pipe 151 and engine exhaust pipe 152 to be adjustable, the volume of the fuselage environmental compartment 110 to be adjustable, the type of the dynamometer element 170 to be adjustable, and setting up a multi-stage dilution assembly.

[0179] In specific examples, since turbojet engines, turbofan engines, and turboshaft engines all have long cylindrical structures, and piston engines have large fuselages and are usually cubic structures, when testing the exhaust of the above-mentioned different types of aero engines 2000, the volume of the environmental compartment 110 can be adjusted by adjusting the adjustment plate 160 so that the volume of the environmental compartment 110 can adapt to the structure of the aero engine 2000. At the same time, controlling the environmental compartment 110 within a certain volume can also reduce the simulation requirements of fuselage flow, thereby reducing the cost of the test platform of this application.

[0180] It should be noted that the diameters of the engine intake pipe 151 and engine exhaust pipe 152 required for 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 piston engines are the largest, while those of turbofan engines are the smallest. The diameters of the engine intake pipe 151 and engine exhaust pipe 152 of turboshaft engines are larger than those of turbojet engines, and the diameters of the engine intake pipe 151 and engine exhaust pipe 152 of turbojet engines are larger than those of turbofan engines.

[0181] In summary, this application proposes to accommodate different types of aero-engines 2000 with different power intake flow rates by using the pipe flange 190. At the same time, the two-stage dilution assembly (first dilution assembly 241 and second dilution assembly 242) ensures both the accuracy of gas detection and the accuracy of non-volatile particulate matter detection.

[0182] In a specific example, this application first ensures that the intake and exhaust flow rates can be adjusted over a wide range through the pipe replacement flange 190 to meet the requirements of different types of aero engines 2000; secondly, through the multi-stage dilution components, it can directly and simultaneously adapt to exhaust with different particle concentrations. For example, if two 1:500 adjustable dilution systems are used together, the dilution ratio can reach 1:250000.

[0183] Therefore, the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application can perform emission analysis on exhaust gases of different types of aero-engines 2000 with only simple adjustments, significantly enhancing the compatibility and economy of the high-altitude simulation-based aero-engine emission analysis test platform 1000.

[0184] In some embodiments of the present invention, such as Figure 4As shown, the high-altitude simulation system 100 includes a second humidity controller 122 and a second refrigerator 132. The second humidity controller 122 and the second refrigerator 132 are connected to the high-altitude simulation cabin 180. The second humidity controller 122 is used to adjust the humidity of the high-altitude simulation cabin 180, and the second refrigerator 132 is used to adjust the temperature of the high-altitude simulation cabin 180. This means that the second humidity controller 122 and the second refrigerator 132 are both connected to the high-altitude simulation chamber 180. At the same time, the humidity of the high-altitude simulation chamber 180 is adjusted by the second humidity controller 122 to simulate the humidity environment of the high-altitude chamber; the temperature of the high-altitude simulation chamber 180 is adjusted by the second refrigerator 132 to simulate the low-temperature environment of the high-altitude chamber; and finally, the vacuum pump 322 in the exhaust assembly 320 is used to extract the gas in the high-altitude simulation chamber 180 to reduce the gas pressure in the high-altitude simulation chamber 180 to simulate the low-pressure environment of the high-altitude chamber. Thus, a low-temperature, low-pressure and low-humidity environment is formed in the high-altitude simulation chamber 180, so as to use the high-altitude simulation chamber 180 to simulate the high-altitude evolution of exhaust.

[0185] In some examples, a second humidity control valve (not shown in the figure) is provided between the second humidity controller 122 and the high-altitude simulation chamber 180. The second humidity controller 122 can generate water vapor when the high-altitude simulation chamber 180 needs a certain humidity and the second humidity control valve can adjust the amount of water vapor delivered to the high-altitude simulation chamber 180 so as to accurately adjust the humidity in the high-altitude simulation chamber 180 and create an environment with a certain humidity in the high-altitude simulation chamber 180.

[0186] Optionally, such as Figure 1 As shown, the exhaust end of the second refrigerator 132 is connected to the high-altitude simulation chamber 180, and the air inlet end of the second refrigerator 132 is connected to the air inlet assembly 310. In this way, the air inlet assembly 310 can introduce gas into the second refrigerator 132. After being cooled by the second refrigerator 132, the lower temperature gas is then introduced into the high-altitude simulation chamber 180 to simulate the low-temperature environment at high altitude.

[0187] Optionally, such as Figure 1 As shown, the second refrigeration unit 132 is connected to the intake assembly 310 through an intake pipe. The end of the intake pipe near the intake assembly 310 can be connected to the downstream of the screw air compressor 314, so that the compressed gas can be introduced into the second refrigeration unit 132 to increase the intake volume of the second refrigeration unit 132.

[0188] Optionally, such as Figure 4 As shown, a regulating valve 500 is provided between the high-altitude simulation chamber 180 and the vacuum pump 322. The regulating valve 500 is used to balance the suction state of the vacuum pump 322 so that the low-pressure environment inside the high-altitude simulation chamber 180 remains unchanged.

[0189] Optionally, such as Figure 4 As shown, the high-altitude simulation chamber 180 is equipped with a temperature, humidity and pressure sensor 610. The temperature, humidity and pressure sensor 610 is used to monitor the temperature, humidity and pressure of the high-altitude simulation chamber 180, so that the temperature, humidity and pressure of the high-altitude simulation chamber 180 can be adjusted according to the monitoring results to simulate the low temperature, low humidity and low pressure environment of the high-altitude simulation chamber 180.

[0190] It should be noted that the high-altitude simulation chamber 180 should be in a closed state when simulating particle evolution. In order to ensure the low temperature inside the high-altitude simulation chamber 180, a cooling device and a heat insulation protection layer can be installed on the inner wall of the high-altitude simulation chamber 180 to reduce heat transfer between the surrounding environment and the high-altitude simulation chamber 180, and maintain the high-altitude simulation chamber 180 in a target state of low temperature and low pressure.

[0191] In some examples, after the exhaust gas has evolved and simulated in the high-altitude simulation chamber 180 for a period of time, the regulating valve 500 between the high-altitude simulation chamber 180 and the vacuum pump 322 can be opened, and the vacuum pump 322 can be used to extract part of the exhaust gas in the high-altitude simulation chamber 180. This facilitates the collection of exhaust gas after the high-altitude evolution simulation, and also facilitates the use of the second refrigerator 132 to extract low-temperature gas and maintain the low-temperature state in the high-altitude simulation chamber 180.

[0192] In summary, the high-altitude simulation-based aero-engine emission analysis and testing platform 1000 of this application, based on a high-altitude intake and exhaust full-environment simulation system, can simulate the evolution process of emissions from the exhaust of aero-engine 2000 in a high-altitude, low-temperature, and low-pressure environment. Microscopic characterization of emissions evolving under different environments can deepen the understanding of the oxidation and aging processes of emissions at high altitudes. In addition, the high-altitude simulation chamber 180 can also conduct research on the heterogeneous icing process of non-volatile particles in the high-altitude environment. The research results can be used in the particulate cloud formation module of climate models to assess the impact of aviation non-volatile particles on the environment and climate, thus filling the current gap in this field.

[0193] Therefore, it can be seen that in the specific implementation of the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application, in order to test different types of aero-engines 2000, the engine intake pipe 151 and engine exhaust pipe 152 can be replaced according to the flow rate required by the aero-engine 2000. In addition, this application introduces a multi-stage dilution component to ensure that aero-engines 2000 with high emission concentrations can also be tested, and to ensure the accuracy of non-volatile particulate matter testing. At the same time, the dilution ratio is verified by two carbon dioxide analyzers (first carbon dioxide analyzer 231 and second carbon dioxide analyzer 232) to ensure the accuracy of the test.

[0194] Furthermore, for gas testing, this application reasonably sets up an analysis component 260 after the first dilution component 241 to ensure that the gas concentration is within the testing range of the analysis component 260, so as to realize the detection of gas in the exhaust and ensure the accuracy of the detection. At the same time, for emissions observed offline, this application sets up a sampling component 220 and places the sampling component 220 upstream of the first dilution component 241 to ensure the in-situ nature of the exhaust. Thus, the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this application can perform high-altitude evolution simulation, collection and detection of exhaust from different types of aero-engines 2000, and can also simultaneously detect multiple emissions in the exhaust, ensuring that information on non-volatile particulate matter and gaseous emissions can be obtained in the same detection.

[0195] The control method of the high-altitude simulation-based aero-engine emission analysis test platform 1000 according to an embodiment of the present invention is described below with reference to the accompanying drawings.

[0196] like Figure 6 As shown, a control method for an aero-engine emission analysis test platform 1000 based on high-altitude simulation according to an embodiment of the present invention includes the following steps:

[0197] S1. The aircraft engine 2000 is installed in the environmental cabin 110.

[0198] S2. Start the aircraft engine 2000 under ground air intake conditions and determine whether the aircraft engine 2000 is in normal condition. If it is normal, proceed to the next step; if it is not normal, troubleshoot the problem.

[0199] S3. Activate the high-altitude simulation system 100, the emission sampling and detection system 200, and the intake and exhaust system 300 to detect the exhaust of the aircraft engine 2000 and simulate the evolution process of the exhaust.

[0200] As can be seen from the above method, the control method of the high-altitude simulation-based aero-engine emission analysis test platform 1000 of this embodiment of the invention, after the aero-engine 2000 is started and its condition is judged to be normal, activates the high-altitude simulation system 100, the emission sampling and detection system 200, and the intake and exhaust system 300 to collect and detect the exhaust of the aero-engine 2000 and simulate the high-altitude evolution of the exhaust. This provides data support for the subsequent organization and control of the combustion flow of the aero-engine 2000, and can also evaluate the impact of the application of sustainable aviation fuel and zero-carbon fuel on aviation emissions.

[0201] Optionally, when starting the aircraft engine 2000 under ground air intake conditions and determining whether the aircraft engine 2000 is in normal condition, the aircraft engine 2000 can be started at the test speed and load condition, and various performance indicators and parameters of the aircraft engine 2000 in the ground condition can be observed, including power (thrust), fuel consumption rate, coolant temperature, lubricating oil pressure and temperature, exhaust temperature, etc., to ensure that the aircraft engine 2000 is in normal condition.

[0202] Optionally, after determining that the aircraft engine 2000 is in an abnormal condition and troubleshooting, the aircraft engine 2000 can be restarted under ground air intake conditions, and the condition of the aircraft engine 2000 can be determined until the exhaust of the aircraft engine 2000 can be tested.

[0203] It should be noted that activating the high-altitude simulation system 100, the emissions sampling and detection system 200, and the intake and exhaust system 300 is mainly to ensure that the environmental cabin 110 can simulate the high-altitude fuselage environment, and to allow the exhaust of the aircraft engine 2000 to smoothly enter the high-altitude simulation cabin 180 for high-altitude evolution simulation and to enter the emissions sampling and detection system 200 to detect non-volatile particulate matter and gaseous emissions in the exhaust.

[0204] In a specific example, when the exhaust of an aircraft engine 2000 is detected and analyzed using an aircraft engine emission analysis test platform 1000 based on high-altitude simulation, when the aircraft engine 2000 is placed in the environmental cabin 110, firstly, all sensors are connected to facilitate subsequent detection of various performance characteristics of the aircraft engine 2000. Then, according to the type of aircraft engine 2000, the dynamometer 170, the engine intake pipe 151, and the engine exhaust pipe 152 are connected. Finally, the volume of the environmental cabin 110 is adjusted, and the connection between the engine intake pipe 151 and the engine exhaust pipe 152 is checked to ensure that the dynamometer 170 is functioning properly.

[0205] The aforementioned sensors include, but are not limited to, carbon dioxide sensors and coolant temperature sensors. The carbon dioxide sensor is installed on the engine exhaust pipe 152 to detect the carbon dioxide content in the exhaust; 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.

[0206] After the inspection is completed, the aircraft engine 2000 is started under ground air intake conditions. After the aircraft engine 2000 is running to the test load condition, the various performance indicators and parameters of the aircraft engine 2000 under ground conditions are observed to ensure that the aircraft engine 2000 is in normal condition. Then, the emission sampling and detection system 200 and the air intake assembly 310 are started one after another.

[0207] Determine the simulated altitude of the aircraft engine 2000, adjust the settings so that the air intake status of the aircraft engine 2000 and the status of the environmental cabin 110 are both in the test setting conditions, keep the aircraft engine 2000 working stably in a certain working state, and confirm whether the status of the high-altitude simulation cabin 180 and the emission sampling and detection system 200 are both in normal working state.

[0208] Once the environmental parameters and the operating conditions of the aircraft engine 2000 at the target altitude have stabilized, the exhaust assembly 320 is activated. At this time, the exhaust of the aircraft engine 2000 is divided into three paths. The first path enters the high-altitude simulation cabin 180 to simulate the high-altitude evolution of the exhaust. The second path enters the emission sampling and detection system 200 through the sampling rake to facilitate subsequent detection of emissions in the exhaust. The third path is discharged through the exhaust assembly 320.

[0209] When the exhaust flow rate entering the high-altitude simulation chamber 180 occupies 10% to 20% of the volume of the high-altitude simulation chamber 180, the regulating valves 500 upstream and downstream of the high-altitude simulation chamber 180 are closed to conduct a particle high-altitude evolution test.

[0210] It should be noted that, in the initial stage, the isolation valve 900 in the emission sampling and detection system 200 should be closed, and the isolation valve 900 can only be opened after the exhaust temperature of the temperature sensor 620 is appropriate.

[0211] Meanwhile, data should be recorded during online detection and analysis of exhaust gas, and the collected exhaust gas data should be properly stored in preparation for offline analysis.

[0212] After the test is completed, it is determined whether the required load conditions of the aircraft engine 2000 have been achieved. If the required load conditions of the aircraft engine 2000 have not been achieved, the aircraft engine 2000 is adjusted to switch between low load, medium load, high load, medium load, and low load respectively. Under each load condition, the high-altitude simulation cabin 180 is used to simulate the high-altitude evolution of the exhaust, and the emission sampling and detection system 200 is used to detect the emissions in the exhaust to obtain the results of online analysis of emissions under different load conditions. In this way, the emission collection and analysis of all targets of the aircraft engine 2000 under all load conditions is completed.

[0213] It should be noted that when the aircraft engine 2000 switches between different load states, there should be a sufficient interval between each load state switch to ensure that the aircraft engine 2000 is in a stable state.

[0214] Finally, after the test is completed, the emission sampling and testing system 200, the high-altitude simulation system 100, and the intake and exhaust system 300 are shut down in sequence, and the aircraft engine 2000 is stopped. The test is then complete.

[0215] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0216] Figure 3 The two-stage dilution assembly (first dilution assembly 241 and second dilution assembly 242) shown is for illustrative purposes. However, those skilled in the art who have read the above technical solution will obviously understand that the solution can be applied to three-stage, four-stage or more-stage dilution assemblies, which would also fall within the protection scope of this invention.

[0217] It should be noted that when a three-stage dilution component is included, the third dilution component should be located downstream of the second dilution component 242 and between the second dilution component 242 and the volatile particulate remover 270. Similarly, when a four-stage dilution component is included, the fourth dilution component should be located downstream of the third dilution component and between the third dilution component and the volatile particulate remover 270.

[0218] It should also be noted that only one volatile particulate remover 270 is needed in the emission sampling and detection system 200 of this application, and the volatile particulate remover 270 is located upstream of the non-volatile particulate analyzer 290.

[0219] Other components of the high-altitude simulation-based aero-engine emission analysis test platform 1000 and control method according to embodiments of the present invention, such as the structure and sampling principle of the sampling component 220, the analysis principle of the first carbon dioxide analyzer 231, the second carbon dioxide analyzer 232, the analysis component 260 and the non-volatile particulate analyzer 290, and the structure and separation principle of the cyclone separator 250, are known to those skilled in the art and will not be described in detail here.

[0220] In the description of this specification, references to terms such as "embodiment," "example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, illustrative expressions of the above 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 one or more embodiments or examples.

[0221] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A test platform for aero-engine emissions analysis based on high-altitude simulation, characterized in that, include: A high-altitude simulation system, comprising an environmental chamber and a high-altitude simulation chamber, wherein the environmental chamber houses an aircraft engine to be tested, and the high-altitude simulation chamber is connected to the aircraft engine for receiving the exhaust gas from the aircraft engine; An emissions sampling and detection system, which is connected to the aircraft engine, is used to receive the exhaust gas from the aircraft engine and to collect and detect the exhaust gas. An intake and exhaust system, comprising an intake assembly and an exhaust assembly, wherein the intake assembly is connected to the environmental chamber and the aircraft engine to intake air toward the environmental chamber and the aircraft engine, and the exhaust assembly is connected to the high-altitude simulation system, the emission sampling and detection system and the aircraft engine to extract gas from the environmental chamber, the high-altitude simulation chamber, the emission sampling and detection system and the aircraft engine; The emission sampling and detection system is equipped with a multi-stage dilution component; The emission sampling and detection system includes: A first splitter, the first splitter includes a first air inlet end and a first exhaust end and a second exhaust end connected to the first air inlet end, the first air inlet end being used to receive the exhaust; The sampling component and the first carbon dioxide analyzer are both connected to the first exhaust end. The sampling component is used to collect the exhaust gas, and the first carbon dioxide analyzer is used to analyze the exhaust gas. A first dilution component, which is connected to the second exhaust end, is used to dilute the exhaust gas; A cyclone separator and an analysis component, wherein the cyclone separator is disposed between the first dilution component and the analysis component and is respectively connected to the first dilution component and the analysis component; The analytical components include a five-component analyzer, a Fourier transform infrared analyzer, a scanning electromobility particle size analyzer, and a black carbon analyzer. The emission sampling and detection system also includes: A second dilution component, located downstream of the first dilution component, is used to dilute the exhaust gas; The emission sampling and detection system also includes a volatile particulate remover, a second diverter, and a non-volatile particulate analyzer arranged sequentially along the exhaust flow direction. The non-volatile particulate analyzer includes a non-volatile particulate mass analyzer and a non-volatile particulate number analyzer. The volatile particulate remover is located downstream of the second dilution component. The second distributor includes a second air inlet and a third, fourth, and fifth exhaust end connected to the second air inlet. The second air inlet is connected to the volatile particulate remover, the third exhaust end is connected to the non-volatile particulate mass analyzer, the fourth exhaust end is connected to the non-volatile particulate number analyzer, and the fifth exhaust end is connected to a vacuum pump.

2. The aero-engine emission analysis test platform based on high-altitude simulation according to claim 1, characterized in that, A second carbon dioxide analyzer is installed between the fifth exhaust end and the air pump.

3. The aero-engine emission analysis test platform based on high-altitude simulation according to claim 1, characterized in that, The sampling components include a two-dimensional chromatography-mass spectrometry sampler and a particle sampler.

4. The aero-engine emission analysis test platform based on high-altitude simulation according to any one of claims 1-3, characterized in that, The high-altitude simulation system includes a first humidity controller and a first refrigerator. The first humidity controller and the first refrigerator are connected to the environmental chamber. The first humidity controller is used to adjust the humidity of the environmental chamber, and the first refrigerator is used to adjust the temperature of the environmental chamber.

5. The aero-engine emission analysis test platform based on high-altitude simulation according to claim 4, characterized in that, The high-altitude simulation system includes an engine intake pipe and an engine exhaust pipe, wherein the engine intake pipe is connected to the intake end of the aircraft engine and the engine exhaust pipe is connected to the exhaust end of the aircraft engine. The environmental chamber is equipped with an adjustment plate and a dynamometer. The adjustment plate is used to adjust the volume of the environmental chamber. The dynamometer, the engine intake pipe, and the engine exhaust pipe are all detachably connected to the aircraft engine.

6. The aero-engine emission analysis test platform based on high-altitude simulation according to any one of claims 1-3, characterized in that, The high-altitude simulation system includes a second humidity controller and a second refrigerator. The second humidity controller and the second refrigerator are connected to the high-altitude simulation chamber. The second humidity controller is used to adjust the humidity of the high-altitude simulation chamber, and the second refrigerator is used to adjust the temperature of the high-altitude simulation chamber.

7. A control method for an aero-engine emission analysis test platform based on high-altitude simulation as described in any one of claims 1-6, characterized in that, Includes the following steps: The aircraft engine is installed in the environmental cabin; Start the aircraft engine under ground air intake conditions and determine whether the aircraft engine is in normal condition. If it is normal, proceed to the next step; if it is not normal, troubleshoot the problem. The high-altitude simulation system, the emission sampling and detection system, and the intake and exhaust systems are activated to detect the exhaust gas of the aero-engine and simulate the evolution process of the exhaust gas.

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