An aviation engine test stand fuel supply system

Abstract

This application belongs to the technical field of fuel supply design for aero-engine test stands, and specifically relates to a fuel supply system for an aero-engine test stand. On the basis of the existing fuel supply system for an aero-engine test stand, an energy storage pipeline, an accumulator, an energy storage bypass, an oil-gas separator, an eighth ball valve, and a ninth ball valve are added. Through the dual functions of connecting the oil-gas separators in series and the accumulators in parallel, the oil and gas in the fuel supply pipeline are reduced, the fuel fluctuations caused by two-phase flow are decreased, the false signals to the flowmeter and the oil pressure transmitter are eliminated, the measurement accuracy of the fuel flow and pressure is improved, and the fuel pressure fluctuations caused by the variable-frequency centrifugal pump and the valves are reduced, ensuring the fuel supply accuracy and its stability. Moreover, the cavitation noise in the fuel supply pipeline can be reduced, the fuel pressure pulsation can be decreased, and the efficient completion of the aero-engine test stand can be guaranteed.

Description

Technical Field

[0001] This application belongs to the technical field of fuel supply design for aero-engine test benches, and particularly relates to a fuel supply system for an aero-engine test bench. Background Technique

[0002] An aero-engine test bench needs to be equipped with a corresponding fuel supply system to supply fuel to the aero-engine, and functions such as filtering, degassing, pressure regulation, and flow measurement are required.

[0003] The current fuel supply system, as Figure 1 shown, mainly includes a fuel supply tank 1, a return tank 2, a fuel supply pipeline 3, a return oil pipeline 4, and a safety circuit 5. Among them, the fuel supply pipeline 3 is connected between the fuel supply tank 1 and the aero-engine 6, and a first ball valve 7, a Y-type filter 8, a second ball valve 9, a variable frequency centrifugal pump 10, a check valve 11, a third ball valve 12, a first solenoid valve 13, a flow meter 23, and a fourth ball valve 14 are sequentially arranged thereon. A first pressure transmitter 15 and a first temperature transmitter 16 are arranged between the first ball valve 7 and the Y-type filter 8, a second pressure transmitter 17 and a second temperature transmitter 18 are arranged between the variable frequency centrifugal pump 10 and the check valve 11, a third pressure transmitter 19 and a third temperature transmitter 20 are arranged between the check valve 11 and the third ball valve 12, and a fourth pressure transmitter 21 and a fourth temperature transmitter 22 are arranged between the first solenoid valve 13 and the flow meter 23; a fifth pressure transmitter 24 and a fifth temperature transmitter 25 are arranged between the flow meter 23 and the fourth ball valve 14; the return oil pipeline 4 is connected between the return tank 2 and the fuel supply pipeline 3, and a second solenoid valve 26 is arranged thereon. Its connection point with the fuel supply pipeline 3 is located between the flow meter 23 and the fourth ball valve 14 and is upstream of the fifth pressure transmitter 24 and the fifth temperature transmitter 25; the safety circuit 5 is connected between the return tank 2 and the fuel supply pipeline 3, and a fifth ball valve 27, a self-operated pressure reducing valve 28, a sixth ball valve 29, and a seventh ball valve 30 are sequentially arranged thereon. Its connection point with the fuel supply pipeline 3 is located between the third ball valve 12 and the first solenoid valve 13 and is upstream of the fourth pressure transmitter 21 and the fourth temperature transmitter 22.

[0004] The current fuel supply system, during the bench test of an aero-engine, supplies the fuel in the fuel supply tank 1 to the aero-engine 6 through the fuel supply pipeline 3 via the first ball valve 7, Y-type filter 8, second ball valve 9, variable-frequency centrifugal fuel pump 10, check valve 11, third ball valve 12, first solenoid valve 13, flowmeter 23, and fourth ball valve 14. Among them, the Y-type filter 8 is designed to remove impurities in the fuel, has an advanced structure, low resistance, and convenient sewage discharge, and can ensure the normal use of valves and downstream components; the variable-frequency centrifugal fuel pump 10 is a fuel pump that adjusts the fuel flow and pressure through a frequency converter, can operate at a constant frequency, and ensures constant-pressure fuel supply directly using the fuel supply tank 1; in addition, the fuel return pipeline 4 is designed for pipeline flushing and self-circulation use; in the safety circuit 5, the self-operated pressure reducing valve 28 adjusts the fuel flow by controlling the opening of the opening and closing parts in the valve body to keep the pressure behind the valve within a certain range, and is used for overpressure protection of the pipeline.

[0005] In the current fuel supply system, during the bench test of an aero-engine, the variable-frequency centrifugal fuel pump 10 is used as the power to supply fuel to the aero-engine at a long distance. Due to the centrifugal action of the impeller of the variable-frequency centrifugal fuel pump 10 and the eddy current effect of the valve at a small opening, cavitation will occur to the fuel in the fuel supply pipeline 3, generating cavitation bubbles. After the cavitation bubbles burst, oil and gas will be formed and cavitation noise will be generated. With the accumulation of oil and gas in the fuel supply pipeline 3, false signals will be generated to the flowmeter and pressure transmitter, affecting the normal fuel supply to the aero-engine. Moreover, under the centrifugal action of the impeller of the variable-frequency centrifugal fuel pump 10 and the combined action of cavitation bubbles and cavitation noise, pressure fluctuations and oscillations will occur to the fuel in the fuel supply pipeline 3, resulting in a large deviation in the measurement of the fuel flow, seriously affecting the fuel supply accuracy of the aero-engine and even causing safety accidents.

[0006] In view of the existence of the above technical defects, this application is proposed.

[0007] It should be noted that the disclosure of the above background technical content is only used to assist in understanding the inventive concept and technical solution of the present invention, and it does not necessarily belong to the prior art of this application. Without clear evidence indicating that the above content was publicly available on the filing date of this application, the above background technology should not be used to evaluate the novelty and inventiveness of this application. Summary of the Invention

[0008] The purpose of this application is to provide a fuel supply system for an aero-engine test bench to overcome or mitigate at least one aspect of the known technical defects.

[0009] The technical solution of this application is as follows:

[0010] A fuel supply system for an aero-engine test bench includes a fuel supply tank, a fuel return tank, a fuel supply pipeline, a fuel return pipeline, a safety circuit, an energy storage pipeline, an accumulator, and an energy storage bypass, where:

[0011] The fuel supply pipeline is connected between the fuel supply tank and the aero-engine, and is successively provided with a first ball valve, a Y-type filter, a second ball valve, a variable frequency centrifugal pump, a check valve, an oil-gas separator, a third ball valve, a first solenoid valve, a flow meter, and a fourth ball valve. Among them, a first pressure transmitter and a first temperature transmitter are arranged between the first ball valve and the Y-type filter; a second pressure transmitter and a second temperature transmitter are arranged between the variable frequency centrifugal pump and the check valve; a third pressure transmitter and a third temperature transmitter are arranged between the oil-gas separator and the third ball valve; a fourth pressure transmitter and a fourth temperature transmitter are arranged between the first solenoid valve and the flow meter; a fifth pressure transmitter and a fifth temperature transmitter are arranged between the flow meter and the fourth ball valve;

[0012] The oil return pipeline is connected between the oil return tank and the fuel supply pipeline, and is provided with a second solenoid valve. The connection point between it and the fuel supply pipeline is located between the flow meter and the fourth ball valve, and is upstream of the fifth pressure transmitter and the fifth temperature transmitter;

[0013] The safety loop is connected between the oil return tank and the fuel supply pipeline, and is successively provided with a fifth ball valve, a self-operated pressure reducing valve, a sixth ball valve, and a seventh ball valve. The connection point between it and the fuel supply pipeline is located between the third ball valve and the first solenoid valve, and is upstream of the fourth pressure transmitter and the fourth temperature transmitter;

[0014] The energy storage pipeline is connected between the fuel supply pipeline and the accumulator, and is provided with an eighth ball valve. The connection point between it and the fuel supply pipeline is located between the third ball valve and the first solenoid valve, and is downstream of the connection point between the safety loop and the fuel supply pipeline;

[0015] The energy storage bypass is connected between the oil return tank and the energy storage pipeline, and is provided with a ninth ball valve. The connection point between it and the energy storage pipeline is located between the eighth ball valve and the accumulator.

[0016] According to at least one embodiment of the present application, in the above fuel supply system for the aero-engine test bench, the oil return pipeline is connected to the oil return tank through the safety loop, and the connection point between it and the safety loop is located between the seventh ball valve and the oil return tank.

[0017] According to at least one embodiment of the present application, in the above fuel supply system for the aero-engine test bench, the energy storage bypass is connected to the oil return tank through the safety loop, and the connection point between it and the safety loop is located between the sixth ball valve and the seventh ball valve.

[0018] The present application has at least the following beneficial technical effects:

[0019] Provided is a fuel supply system for an aero-engine test bench. On the basis of the existing fuel supply system for an aero-engine test bench, an energy storage pipeline, an accumulator, an energy storage bypass, an oil-gas separator, an eighth ball valve, and a ninth ball valve are added. Through the dual functions of connecting the oil-gas separators in series and the accumulators in parallel, the oil and gas in the fuel supply pipeline are reduced, the fuel fluctuation caused by two-phase flow is decreased, the false signals to the flowmeter and the oil pressure transmitter are eliminated, the measurement accuracy of the fuel flow and pressure is improved, and the fuel pressure fluctuation caused by the variable-frequency centrifugal pump and the valve is reduced, ensuring the fuel supply accuracy and its stability. Moreover, the cavitation noise in the fuel supply pipeline can be reduced, the pressure pulsation of the fuel is decreased, and the efficient completion of the aero-engine test bench is guaranteed. Brief Description of the Drawings

[0020] Figure 1 is a schematic diagram of the existing fuel supply system for an aero-engine test bench;

[0021] Figure 2 is a schematic diagram of the fuel supply system for an aero-engine test bench provided by an embodiment of the present application;

[0022] Figure 3 is a schematic diagram of the accumulator provided by an embodiment of the present application;

[0023] Figure 4 is a schematic diagram for comparing the amplitudes of fuel pressure fluctuations at three places in the fuel supply pipeline of the fuel supply system for an aero-engine test bench provided by an embodiment of the present application;

[0024] Figure 5 is a schematic diagram for comparing the fuel pressure fluctuation amounts in the fuel supply pipeline when the fuel supply system for an aero-engine test bench provided by an embodiment of the present application and the existing fuel supply system for an aero-engine test bench are applied;

[0025] Wherein:

[0026] 1 - fuel supply tank; 2 - return tank; 3 - fuel supply pipeline; 4 - return oil pipeline; 5 - safety circuit; 6 - aero-engine; 7 - first ball valve; 8 - Y-type filter; 9 - second ball valve; 10 - variable-frequency centrifugal pump; 11 - check valve; 12 - third ball valve; 13 - first solenoid valve; 14 - fourth ball valve; 15 - first pressure transmitter; 16 - first temperature transmitter; 17 - second pressure transmitter; 18 - second temperature transmitter; 19 - third pressure transmitter; 20 - third temperature transmitter; 21 - fourth pressure transmitter; 22 - fourth temperature transmitter; 23 - flowmeter; 24 - fifth pressure transmitter; 25 - fifth temperature transmitter; 26 - second solenoid valve; 27 - fifth ball valve; 28 - self-operated pressure reducing valve; 29 - sixth ball valve; 30 - seventh ball valve; 31 - energy storage pipeline; 32 - accumulator; 33 - energy storage bypass; 34 - oil-gas separator; 35 - eighth ball valve; 36 - ninth ball valve.

[0027] To better illustrate this embodiment, some components in the drawings are omitted, enlarged, or reduced, which do not represent the dimensions of the actual product. In addition, the drawings are only for illustrative purposes and should not be construed as a limitation to this application. Detailed implementation manners

[0028] To make the technical solutions and their advantages of this application clearer, the following will further clearly and completely describe the technical solutions of this application in conjunction with the drawings. It can be understood that the specific embodiments described herein are only partial embodiments of this application, which are only used to explain this application rather than limit this application. It should be noted that for the convenience of description, only the parts related to this application are shown in the drawings, and other related parts can refer to the general design. Without conflict, the embodiments in this application and the technical features in the embodiments can be combined with each other to obtain new embodiments.

[0029] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of this application should be the ordinary meanings understood by those of ordinary skill in the field to which this application belongs. The words indicating directions such as "upper", "lower", "left", "right", "center", "vertical", "horizontal", "inner", "outer", etc. used in the description of this application are only used to represent relative directions or position relationships, rather than implying that the device or element must have a specific orientation, be constructed and operated in a specific orientation. When the absolute position of the described object changes, its relative position relationship may also change accordingly. Therefore, it should not be construed as a limitation to this application. The terms "first", "second", "third", and similar terms used in the description of this application are only for descriptive purposes to distinguish different components, and cannot be understood as indicating or implying relative importance. The similar words such as "a", "one", or "the" used in the description of this application should not be understood as an absolute limitation on the quantity, but should be understood as having at least one. The similar words such as "including" or "comprising" used in the description of this application are intended to mean that the elements or objects appearing before this word cover the elements or objects listed after this word and their equivalents, without excluding other elements or objects.

[0030] In addition, it should also be noted that unless otherwise clearly specified and limited, the similar words such as "installed", "connected", "joined", etc. used in the description of this application should be understood in a broad sense. For example, the connection can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can also be the communication inside two elements. Those skilled in the art can understand their specific meanings in this application according to the specific situation.

[0031] The following combines the attached Figures 1 to 5A further detailed description of this application is provided below.

[0032] An aero-engine test bench fuel supply system, as Figure 2 shown, includes a fuel supply tank 1, a return tank 2, a fuel supply pipeline 3, a return oil pipeline 4, a safety circuit 5, an energy storage pipeline 31, an accumulator 32, and an energy storage bypass 33, where:

[0033] The fuel supply pipeline 3 is connected between the fuel supply tank 1 and the aero-engine 6, and is successively provided with a first ball valve 7, a Y-type filter 8, a second ball valve 9, a variable frequency centrifugal pump 10, a check valve 11, an oil-gas separator 34, a third ball valve 12, a first solenoid valve 13, a flow meter 23, and a fourth ball valve 14. Among them, a first pressure transmitter 15 and a first temperature transmitter 16 are provided between the first ball valve 7 and the Y-type filter 8; a second pressure transmitter 17 and a second temperature transmitter 18 are provided between the variable frequency centrifugal pump 10 and the check valve 11; a third pressure transmitter 19 and a third temperature transmitter 20 are provided between the oil-gas separator 34 and the third ball valve 12; a fourth pressure transmitter 21 and a fourth temperature transmitter 22 are provided between the first solenoid valve 13 and the flow meter 23; a fifth pressure transmitter 24 and a fifth temperature transmitter 25 are provided between the flow meter 23 and the fourth ball valve 14;

[0034] The return oil pipeline 4 is connected between the return tank 2 and the fuel supply pipeline 3, and is provided with a second solenoid valve 26 thereon. Its connection point with the fuel supply pipeline 3 is located between the flow meter 23 and the fourth ball valve 14, and is upstream of the fifth pressure transmitter 24 and the fifth temperature transmitter 25;

[0035] The safety circuit 5 is connected between the return tank 2 and the fuel supply pipeline 3, and is successively provided with a fifth ball valve 27, a self-operated pressure reducing valve 28, a sixth ball valve 29, and a seventh ball valve 30. Its connection point with the fuel supply pipeline 3 is located between the third ball valve 12 and the first solenoid valve 13, and is upstream of the fourth pressure transmitter 21 and the fourth temperature transmitter 22;

[0036] The energy storage pipeline 31 is connected between the fuel supply pipeline 3 and the accumulator 32, and is provided with an eighth ball valve 35 thereon. Its connection point with the fuel supply pipeline 3 is located between the third ball valve 12 and the first solenoid valve 13, and is downstream of the connection point of the safety circuit 5 and the fuel supply pipeline 3;

[0037] The energy storage bypass 33 is connected between the return tank 2 and the energy storage pipeline 31, and is provided with a ninth ball valve 36 thereon. Its connection point with the energy storage pipeline 31 is located between the eighth ball valve 35 and the accumulator 32.

[0038] For the fuel supply system of the aero-engine test bench disclosed in the above embodiments, those skilled in the art can understand that it is based on the existing fuel supply system of the aero-engine test bench and adds an energy storage pipeline 31, an accumulator 32, an energy storage bypass 33, an oil-gas separator 34, an eighth ball valve 35, and a ninth ball valve 36.

[0039] The oil-gas separator 34 can utilize the rotational movement of the fluid to separate oil and gas under the action of centrifugal force. The fuel can continue to flow along the fuel supply pipeline 3 and be supplied to the aero-engine 6, while the gas can be discharged through the exhaust port on it. In this way, the pressure fluctuation caused by two-phase flow in the fuel supply pipeline 3 can be reduced, and the false signals to the flowmeter and pressure transmitter can be eliminated.

[0040] The accumulator 32 is a bladder-type shock-absorbing device for storing energy. It is designed as the last pressure stabilizing and noise reducing device before the fuel flows into the aero-engine 6. As an absorber of fuel pressure fluctuations and pulses in the fuel supply pipeline 3, it is used to absorb and buffer the hammering, oscillation, and pressure pulsation of the fuel in the fuel supply pipeline 3. It is located upstream of the flowmeter 23, which can achieve the purpose of accurately measuring the fuel flow rate, and can reduce the fuel noise in the fuel supply pipeline 3 and stabilize the fuel supply to the aero-engine 6.

[0041] For the specific structure of the accumulator 32, reference can be made to Figure 3 , which mainly includes a tank body 37 and a bladder 38 arranged in the tank body 37. The bladder 38 is filled with nitrogen through a filling pipe 39, and the remaining space in the tank body 37 is a fuel expansion chamber. The accumulator 32 can reduce the fuel pressure fluctuations caused by the blade multiple frequency of the variable frequency centrifugal pump 10 and the flow disturbance of the valve opening through the buffering effect of the bladder 38, and can reduce the cavitation noise through the noise elimination effect of the bladder 38 + fuel expansion chamber.

[0042] Let the pressure in the bladder 38 of the accumulator 32 be P32, the normal pressure of the fuel in the fuel supply pipeline 3 be P0, and the true pressure of the fuel in the fuel supply pipeline 3 after passing through the oil-gas separator 34 be P3. Then P32 can be set to 90% - 100%P0 to achieve the best shock-absorbing effect:

[0043] When P32 < P3, the boundary of the bladder 38 in the accumulator 32 will float upward, and the fuel will be sucked into the fuel expansion chamber through the energy storage pipeline 31, which can slow down and reduce the pressure pulsation of the fuel in the fuel supply pipeline 3, absorb the fuel, and maintain the fuel supply balance;

[0044] When P32 > P3, the boundary of the bladder 38 in the accumulator 32 will sink downward, and the fuel will be injected into the fuel supply pipeline 3 through the energy storage pipeline 31 to supplement the fuel in the fuel supply pipeline 3 and maintain the fuel supply pressure in the fuel supply pipeline 3.

[0045] For the fuel supply system of the aero-engine test stand disclosed in the above embodiments, those skilled in the art can understand that through the dual functions of connecting the oil-gas separator 34 in series and the accumulator 32 in parallel, the amplitude of the fuel pressure fluctuation in the fuel supply pipeline 3 is gradually reduced. The amplitude of the fuel pressure fluctuation Pulse 1 at the outlet of the variable-frequency centrifugal pump 10, the amplitude of the fuel pressure fluctuation Pulse 2 at the outlet of the oil-gas separator 34, and the amplitude of the fuel pressure fluctuation Pulse 3 at the inlet of the aero-engine are compared, as Figure 4 shown.

[0046] After thousands of hours of ground test run assessment and verification, when the aero-engine test stand adopts the fuel supply system of the aero-engine test stand provided by the embodiments of the present application, the excess oil and gas in the fuel supply pipeline 3 can be removed, and the fuel pressure fluctuation can be reduced. When the fuel supply system of the aero-engine test stand provided by the embodiments of the present application and the existing fuel supply system of the aero-engine test stand are applied, the comparison of the fuel pressure fluctuation in the fuel supply pipeline 3 is as Figure 5 shown. For the existing fuel supply system of the aero-engine test stand, the fuel pressure fluctuation in the fuel supply pipeline 3 is close to 50%, while for the fuel supply system of the aero-engine test stand provided by the embodiments of the present application, the fuel pressure fluctuation in the fuel supply pipeline 3 is 3% - 13%. The fuel pressure fluctuation from Pulse 1 to Pulse 3 can be reduced by about 37% - 47%, greatly improving the stability and measurability of the fuel in the fuel supply pipeline 3 of the fuel supply system of the aero-engine test stand.

[0047] The various embodiments in the specification are described in a progressive manner. The key point of each embodiment is to illustrate the differences from other embodiments. The same or similar parts among the various embodiments can be referred to each other.

[0048] So far, the technical solution of the present application has been described in combination with the preferred embodiments shown in the drawings. Those skilled in the art should understand that the protection scope of the present application is obviously not limited to these specific embodiments. Without departing from the principle of the present application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the protection scope of the present application.

Claims

1. An aviation engine test stand fuel supply system, characterized in that, It includes a fuel supply tank (1), a return oil tank (2), a fuel supply pipeline (3), a return oil pipeline (4), a safety circuit (5), an energy storage pipeline (31), an accumulator (32) and an energy storage bypass (33), where: The fuel supply pipeline (3) is connected between the fuel supply tank (1) and the aero-engine (6), and is successively provided with a first ball valve (7), a Y-type filter (8), a second ball valve (9), a variable frequency centrifugal pump (10), a check valve (11), an oil-gas separator (34), a third ball valve (12), a first solenoid valve (13), a flowmeter (23) and a fourth ball valve (14). Among them, a first pressure transmitter (15) and a first temperature transmitter (16) are arranged between the first ball valve (7) and the Y-type filter (8); a second pressure transmitter (17) and a second temperature transmitter (18) are arranged between the variable frequency centrifugal pump (10) and the check valve (11); a third pressure transmitter (19) and a third temperature transmitter (20) are arranged between the oil-gas separator (34) and the third ball valve (12); a fourth pressure transmitter (21) and a fourth temperature transmitter (22) are arranged between the first solenoid valve (13) and the flowmeter (23); a fifth pressure transmitter (24) and a fifth temperature transmitter (25) are arranged between the flowmeter (23) and the fourth ball valve (14); The return oil pipeline (4) is connected between the return oil tank (2) and the fuel supply pipeline (3), and is provided with a second solenoid valve (26) thereon. The connection point of it and the fuel supply pipeline (3) is located between the flowmeter (23) and the fourth ball valve (14), and is upstream of the fifth pressure transmitter (24) and the fifth temperature transmitter (25); The safety circuit (5) is connected between the return oil tank (2) and the fuel supply pipeline (3), and is successively provided with a fifth ball valve (27), a self-operated pressure reducing valve (28), a sixth ball valve (29) and a seventh ball valve (30) thereon. The connection point of it and the fuel supply pipeline (3) is located between the third ball valve (12) and the first solenoid valve (13), and is upstream of the fourth pressure transmitter (21) and the fourth temperature transmitter (22); The energy storage pipeline (31) is connected between the fuel supply pipeline (3) and the accumulator (32), and is provided with an eighth ball valve (35) thereon. The connection point of it and the fuel supply pipeline (3) is located between the third ball valve (12) and the first solenoid valve (13), and is downstream of the connection point of the safety circuit (5) and the fuel supply pipeline (3); The energy storage bypass (33) is connected between the return oil tank (2) and the energy storage pipeline (31), and is provided with a ninth ball valve (36) thereon. The connection point of it and the energy storage pipeline (31) is located between the eighth ball valve (35) and the accumulator (32).

2. The fuel supply system for the aero-engine test bench according to claim 1, characterized in that The return oil pipeline (4) is connected to the return oil tank (2) through the safety circuit (5), and the connection point of it and the safety circuit (5) is located between the seventh ball valve (30) and the return oil tank (2).

3. The fuel supply system for the aero-engine test bench according to claim 1, characterized in that The energy storage bypass (33) is connected to the oil return tank (2) through the safety circuit (5), and its connection point with the safety circuit (5) is located between the sixth ball valve (29) and the seventh ball valve (30).

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