Aircraft engine flight speed simulation test equipment

Abstract

The present invention discloses an aircraft engine flight speed simulation test equipment, comprising: an environmental test chamber, an open wind tunnel with openings at both ends, an air supply regulation system pipeline and an exhaust regulation system pipeline. The environmental test chamber comprises a front chamber and a rear chamber located at the front and rear ends thereof. The inlet of the open wind tunnel is connected to the exhaust port of the rear chamber, and the outlet of the open wind tunnel is connected to the air intake port of the front chamber, so as to connect the environmental test chamber to form a closed-loop wind tunnel, thereby making part of the air exhausted from the environmental test chamber circulate in the closed-loop wind tunnel to form a circulating flow. The air supply regulation system pipeline is connected to the pipeline between the outlet of the open wind tunnel and the front chamber, and the exhaust regulation system pipeline passes through the pipeline between the open wind tunnel and the rear chamber and then extends into the exhaust port of the rear chamber to connect the exhaust pipe of the test engine in the environmental test chamber. The test equipment of the present invention can greatly increase the air flow rate flowing through the environmental test chamber, and increase the simulated flight speed of the aircraft engine, so as to carry out tests such as air starting and environmental icing.

Description

Technical Field

[0001] The invention relates to the field of aeroengines, and in particular to a flight speed simulation test device for an aeroengine. Background Art

[0002] When aircraft engines are tested for high altitude simulation or starting rules, they are generally conducted on a direct-connected high altitude simulation or starting rules test bench. The high altitude simulation or starting rules test bench is mainly composed of an air supply regulation system, an environmental test cabin (front cabin and rear cabin), and an exhaust regulation system. The air supply regulation system supplies air for aircraft engine combustion consumption and secondary flow cooling. The front cabin of the environmental test cabin rectifies the air. The rear cabin of the environmental test cabin places aircraft engines and test equipment to establish the flight altitude that needs to be simulated during aircraft engine testing. The exhaust regulation system cools the high-temperature fuel gas after combustion in the aircraft engine and discharges it into the exhaust pipe.

[0003] Since the direct-connected high-altitude simulation test bench or the starting law test bench simulates the flight altitude and flight speed of the aircraft engine in the air, the flight speed is converted into the total temperature and total pressure of the engine inlet for simulation, and the actual flight speed does not need to be simulated, the design indicators of the test bench air supply and exhaust adjustment system and the compressor unit supporting the air source system are generally slightly greater than the engine's inlet air flow rate to meet the test requirements. Taking a certain aviation turboshaft engine test as an example, under ground, static, and standard atmospheric conditions, the engine intake flow rate is about 5kg / s, and the secondary flow cooling air is 1.5kg / s. At this time, the total air flow entering the environmental test chamber is 6.5kg / s, plus the air that needs to be vented when adjusting the temperature and pressure. At this time, the air source station only needs to turn on a 10kg / s air supply compressor and a 10kg / s exhaust compressor to carry out the test.

[0004] When conducting air start and environmental icing tests on aircraft engines, it is necessary to simulate the actual flight speed. Foreign countries generally conduct this test in a propulsion wind tunnel or free jet test bench, or in a direct-connected high-altitude simulation test bench by increasing the air supply flow and exhaust flow, which is similar to the propulsion wind tunnel test equipment. The propulsion wind tunnel or free jet test equipment simulates the actual flight speed, and the air flow required is much greater than the air flow required for the direct-connected high-altitude simulation test bench or the starting law test bench test. Taking a certain aircraft engine as an example, the environmental icing test needs to simulate the atmospheric environment of a flight altitude of 500m, an intake temperature of -5℃, and a flight speed of 78m / s. The diameter of the icing nozzle is 1.2m. At this time, an air flow of 114kg / s is required to achieve an air flow rate of 78m / s, and the air source unit needs to provide an air flow of no less than 125kg / s. A large amount of air is used to simulate the flight speed, and the actual intake flow consumed by the engine only accounts for 4% of the total flow. The investment in gas source construction and the cost of use are high. Currently, only the China Aero Engine Turbine Research Institute has gas source equipment with an air flow rate of 120kg / s. The (30-50)kg / s gas source system equipped on general high-altitude simulation test benches and starting law test benches is far from meeting the requirements. Summary of the invention

[0005] The present invention provides an aircraft engine flight speed simulation test device to solve the technical problems of the existing solutions, namely, the high investment in gas source construction and the high cost of use, and the gas source system with a flow rate configured on a general high-altitude simulation test bench and a starting law test bench far from meeting the requirements.

[0006] The technical solution adopted by the present invention is as follows:

[0007] An aircraft engine flight speed simulation test equipment comprises: an environmental test chamber for conducting a high-altitude test of a test engine, an open wind tunnel with openings at both ends, an air supply and regulation system pipeline for supplying air for combustion and secondary flow cooling during the test engine test, and an exhaust regulation system pipeline for exhausting high-temperature combustion gas after combustion of the test engine to an exhaust pipeline; the environmental test chamber comprises a front chamber and a rear chamber located at its front and rear ends; the inlet of the open wind tunnel is connected to the exhaust port of the rear chamber, and the outlet of the open wind tunnel is connected to the air intake port of the front chamber, so as to connect the environmental test chamber to form a closed-loop wind tunnel, thereby allowing part of the air exhausted from the environmental test chamber to circulate in the closed-loop wind tunnel to form a circulating flow; the air supply and regulation system pipeline is connected to the pipeline between the outlet of the open wind tunnel and the front chamber, and the exhaust regulation system pipeline passes through the pipeline between the open wind tunnel and the rear chamber and then extends into the exhaust port of the rear chamber to connect the exhaust pipe of the test engine in the environmental test chamber.

[0008] Furthermore, the open wind tunnel includes a connected expansion section and a contraction section, a wind tunnel inlet pipe connected between the expansion section and the exhaust port of the rear cabin, a wind tunnel outlet pipe connected between the contraction section and the air intake port of the front cabin, a first stop valve and a power fan sequentially arranged in the wind tunnel inlet pipe, and a second stop valve arranged in the wind tunnel outlet pipe; the air supply regulation system pipeline is connected to the wind tunnel outlet pipe between the second stop valve and the front cabin; the exhaust regulation system pipeline passes through the wind tunnel inlet pipe and then extends into the exhaust port of the rear cabin.

[0009] Furthermore, the wind tunnel inlet pipe includes a first corner section, a first straight pipe section, a second corner section and a second straight pipe section which are arranged and connected in sequence; the other end of the first corner section is connected to the exhaust port of the rear cabin, and the exhaust adjustment system pipeline passes through the first corner section and then extends into the exhaust port; the first stop valve is arranged in the first straight pipe section; the other end of the second straight pipe section is connected to the expansion section, and the power fan is arranged in the second straight pipe section.

[0010] Furthermore, the first corner section includes a corner section shell arranged at a right angle, a plurality of guide plates and an annular blocking plate for guiding the circulating air to reduce the turbulence of the airflow; the two ends of the corner section shell are respectively connected to the exhaust port of the rear cabin and the first straight pipe section; the plurality of guide plates are arranged in sequence along the corner line of the corner section shell, and one side of each guide plate is fixed to the inner wall surface of the corner section shell; the exhaust adjustment system pipeline transversely passes through the corner section shell and the through holes opened on the guide plate and then extends into the exhaust port of the rear cabin, and the annular blocking plate is fixed in the through hole and also fixed to the exhaust adjustment system pipeline.

[0011] Furthermore, the wind tunnel outlet pipe includes a third corner section, a third straight pipe section and a fourth corner section which are arranged and connected in sequence; the other end of the third corner section is connected to the contraction section, and the second stop valve is arranged in the third corner section, and the air supply regulating system pipeline passes through the third corner section and then extends into the third straight pipe section; the other end of the fourth corner section is connected to the air intake port of the front cabin.

[0012] Furthermore, the open wind tunnel also includes a heat exchange cooler for cooling the circulating air; the heat exchange cooler is arranged between the expansion section and the contraction section.

[0013] Furthermore, the environmental test chamber also includes a middle cabin located between the front cabin and the rear cabin, and a middle and rear cabin connecting pipe group with a disconnection arrangement; the front cabin, the middle cabin and the rear cabin are separated and formed by a front partition and a rear partition arranged in sequence in the front and rear of the environmental test cabin, and the front cabin is a rectifier and pressure-stabilizing cabin with positive and negative pressure and high and low temperature environments, which is used to simulate the total intake temperature and total pressure of the test engine; the middle cabin is a test equipment cabin with a normal temperature and pressure environment, which is used to install a power meter for measuring the output shaft power of the test engine, and an inertia moment simulator for simulating the polar inertia moment, and the rear cabin is used to install the test engine and a test engine compartment for an auxiliary power unit, and it also has a negative pressure and high and low temperature environment for simulating the exhaust pressure of the test engine; or, the middle compartment is a test engine compartment for installing a test engine and an auxiliary power unit, and it also has a negative pressure and high and low temperature environment for simulating the exhaust pressure of the test engine, and the rear compartment is a test equipment compartment with a normal temperature and pressure environment, for installing a power meter for measuring the output shaft power of the test engine, and an inertia moment simulator for simulating the polar inertia moment; one end of the middle and rear compartment connecting pipe group is connected to the middle compartment, and the other opposite end is connected to the exhaust port.

[0014] Furthermore, the front cabin includes a first support that plays a supporting role, the middle cabin includes a second support and a third support that play a supporting role and are arranged in sequence along the axial direction, and the rear cabin includes a fourth support and a fifth support that play a supporting role and are arranged in sequence along the axial direction; the first support, the second support and the fifth support are all free supports that are not fixed to the ground of the test room; when the middle cabin is the test equipment cabin and the rear cabin is the test engine cabin, the third support is a free support that is not fixed to the ground of the test room, and the fourth support is a fixed support that is fixed to the ground of the test room; when the middle cabin is the test engine cabin and the rear cabin is the test equipment cabin, the third support is a fixed support that is fixed to the ground of the test room, and the fourth support is a free support that is not fixed to the ground of the test room.

[0015] Furthermore, the front cabin also includes a hollow cylindrical front cabin body, an air intake end connected to the front end of the front cabin body, a front cabin door connected to the wall of the front cabin body, and porous plates, rectifying honeycombs and rectifying nets arranged in the front cabin body in sequence along the air intake direction, as well as quick-opening manholes, exhaust pipes and multiple groups of first unloading devices arranged on the wall of the front cabin body; the rear end of the front cabin body is axially connected to the middle cabin; the air intake port is opened on the end face of the air intake end; the porous plates, rectifying honeycombs and rectifying nets are respectively arranged along the cross-section of the front cabin body; the gas in the front cabin body enters the exhaust pipe through the front partition and is then discharged.

[0016] Furthermore, the front partition and the rear partition have the same structure. The front partition includes a first vertical plate, a middle partition and a second vertical plate which are arranged in sequence along the axial direction and along the cross-section of the test cabin, a first ring plate and a second ring plate which are arranged in a ring shape, and a small partition connected to the middle part of the middle partition, and a rubber pad which seals the gap between the small partition and the middle partition; the peripheries of the first vertical plate, the middle partition and the second vertical plate are respectively fixed to the inner circumferential surface of the test cabin, and the middle partition is located at the connection between the front cabin and the middle cabin; the two sides of the first ring plate are respectively connected to the first vertical plate and the middle partition to form a first annular cavity arranged in an annular direction with the inner circumferential surface of the test cabin, and the first vertical plate is also provided with an air inlet connected to the first annular cavity; the two sides of the second ring plate are respectively connected to the middle partition and the second vertical plate to form a second annular cavity arranged in an annular direction with the inner circumferential surface of the test cabin, and the second vertical plate is also provided with an air outlet connected to the second annular cavity and the middle cabin.

[0017] The present invention has the following beneficial effects:

[0018] The aircraft engine flight speed simulation test equipment of the present invention, when the open wind tunnel is not working, the air supplied by the air supply regulation system pipeline enters the closed-loop wind tunnel pipeline between the outlet of the open wind tunnel and the front cabin, and then enters the environmental test cabin through the air intake port of the front cabin, and the high-temperature combustion gas generated after the engine combustion is discharged to the exhaust regulation system through the exhaust regulation system pipeline extending into the exhaust port of the rear cabin, so that the test equipment can be used as an ordinary high-altitude simulation test bench or starting law test bench to carry out aircraft engine high-altitude bench test and starting law test; when the open wind tunnel is working, part of the air discharged from the rear cabin of the environmental test cabin circulates in the closed-loop wind tunnel under the action of the open wind tunnel, the air supplied by the air supply regulation system pipeline enters the closed-loop wind tunnel pipeline between the outlet of the open wind tunnel and the front cabin, and then enters the front cabin of the environmental test cabin after mixing with the air circulating in the closed-loop wind tunnel, and the high-temperature combustion gas generated after the engine combustion is discharged to the exhaust regulation system through the exhaust regulation system pipeline extending into the exhaust port of the rear cabin, without The circulating air consumed by engine combustion re-enters the closed-loop wind tunnel circulation through the exhaust port of the rear cabin of the environmental test cabin. Therefore, in the test equipment of the present invention, through the combination of the open wind tunnel and the environmental test cabin, the air flow rate flowing through the environmental test cabin can be greatly increased under the condition of a small input flow rate of the air supply regulation system pipeline, and the flight speed of the aircraft engine that can be simulated can be increased, so that tests such as air starting and environmental icing can be carried out, which greatly improves the versatility of the high-altitude simulation test bench; the test equipment of the present invention combines the functions of the wind tunnel and the direct-connected high-altitude simulation test bench or the starting law test bench, and increases the air flow rate flowing through the environmental test cabin by connecting the open wind tunnel in series at the inlet and outlet of the environmental test cabin, greatly improving the simulated flight speed of the aircraft engine, so that the direct-connected high-altitude simulation test bench or the starting law test bench has a wider range of uses, ensuring the smooth implementation of tests such as air starting and environmental icing of aircraft engines, and saving more than 60% of construction and operation costs compared with large-flow direct-connected high-altitude simulation test benches or starting law test benches.

[0019] In addition to the above-described purposes, features and advantages, the present invention has other purposes, features and advantages. The present invention will be further described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings constituting a part of this application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0021] Figure 1 Schematic diagram of an aircraft engine flight speed simulation test device according to a preferred embodiment of the present invention;

[0022] Figure 2 yes Figure 1 Schematic diagram of the structure of the first corner section;

[0023] Figure 3 yes Figure 1 Schematic diagram of the main structure of the medium environment test chamber;

[0024] Figure 4 yes Figure 3 A top view of

[0025] Figure 5 yes Figure 3 Schematic diagram of the opening and closing status of the middle and rear cabin doors of the medium environment test chamber;

[0026] Figure 6 yes Figure 3 Schematic diagram of the partial structure of the center front partition.

[0027] Legend

[0028] 1. Front cabin; 101. Air inlet port; 11. First support; 12. Air inlet end; 14. Quick opening manhole; 15. Perforated plate; 16. Rectifier honeycomb; 17. Rectifier net; 18. Front cabin body; 19. Air extraction pipe; 110. Front cabin door; 111. First unloading device; 2. Middle cabin; 21. First cold air inlet pipe; 22. Middle cabin body; 23. First cold air outlet pipe; 24. Middle cabin Hatch door; 25, first process pipeline connection; 26, second unloading device; 27, second support; 28, third support; 3, rear cabin; 301, exhaust port; 31, second cold air inlet connection; 32, rear cabin body; 33, fourth support; 34, fifth support; 35, exhaust end; 36, third unloading device; 37, second process pipeline connection; 38, rear cabin door; 41, front bulkhead; 411 , first vertical plate; 4110, air inlet; 412, first ring plate; 413, middle partition; 414, second vertical plate; 4140, air outlet; 415, second ring plate; 416, small partition; 417, rubber pad; 42, rear partition; 5, middle and rear cabin connecting pipe group; 51, middle and rear cabin connecting pipe; 52, switch valve; 6, open wind tunnel; 61, expansion section; 62, contraction section; 63, first corner section; 631, corner section shell; 632, guide plate; 633, annular plugging plate; 64, first straight pipe section; 65, second corner section; 66, second straight pipe section; 67, third corner section; 68, third straight pipe section; 69, fourth corner section; 71, first stop valve; 72, power fan; 73, second stop valve; 74, heat exchange cooler; 8, air supply regulation system pipeline; 9, exhaust regulation system pipeline. DETAILED DESCRIPTION

[0029] The embodiments of the present invention are described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered below.

[0030] Reference Figure 1 The preferred embodiment of the present invention provides an aircraft engine flight speed simulation test equipment, including: an environmental test chamber for conducting a high-altitude test of a test engine, an open wind tunnel 6 with openings at both ends, an air supply and regulation system pipeline 8 for supplying air for combustion and secondary flow cooling during the test engine test, and an exhaust regulation system pipeline 9 for exhausting the high-temperature combustion gas after the test engine is burned to the exhaust pipeline. The environmental test chamber includes a front chamber and a rear chamber located at the front and rear ends thereof. The inlet of the open wind tunnel 6 is connected to the exhaust port of the rear chamber, and the outlet of the open wind tunnel 6 is connected to the air intake port of the front chamber to connect the environmental test chamber to form a closed-loop wind tunnel, so that part of the air exhausted from the environmental test chamber circulates in the closed-loop wind tunnel to form a circulating flow. The air supply and regulation system pipeline 8 is connected to the pipeline between the outlet of the open wind tunnel 6 and the front chamber, and the exhaust regulation system pipeline 9 passes through the pipeline between the open wind tunnel 6 and the rear chamber and then extends into the exhaust port of the rear chamber to connect the exhaust pipe of the test engine in the environmental test chamber.

[0031] The aircraft engine flight speed simulation test equipment of the present invention, when the open wind tunnel 6 is not working, the air supplied by the air supply regulation system pipeline 8 enters the closed-loop wind tunnel pipeline between the outlet of the open wind tunnel 6 and the front cabin 1, and then enters the environmental test cabin through the air intake port of the front cabin 1, and the high-temperature combustion gas generated after the engine combustion is exhausted to the exhaust regulation system through the exhaust regulation system pipeline 9 extending into the exhaust port of the rear cabin 3, so that the test equipment can be used as an ordinary high-altitude simulation test bench or starting law test bench to carry out aircraft engine high-altitude bench test and starting law test; when the open wind tunnel 6 is working, part of the air exhausted from the rear cabin 3 of the environmental test cabin circulates in the closed-loop wind tunnel under the action of the open wind tunnel 6, and the air supplied by the air supply regulation system pipeline 8 enters the closed-loop wind tunnel pipeline between the outlet of the open wind tunnel 6 and the front cabin 1, and is mixed with the air circulating in the closed-loop wind tunnel before entering the front cabin 1 of the environmental test cabin, and the high-temperature combustion gas generated after the engine combustion is exhausted to the exhaust regulation system through the exhaust regulation system pipeline 9 extending into the exhaust port of the rear cabin 3 The air flow rate through the environmental test chamber can be greatly increased under the condition of small input flow rate of the air supply regulating system pipeline 8, and the flight speed of the aircraft engine that can be simulated can be increased, so that the air start, environmental icing and other tests can be carried out, which greatly improves the versatility of the high-altitude simulation test bench; the test equipment of the present invention combines the functions of the wind tunnel and the direct-connected high-altitude simulation test bench or the starting regularity test bench, and increases the air flow rate through the environmental test chamber by connecting the open wind tunnel 6 in series at the inlet and outlet of the environmental test chamber, greatly improving the simulated flight speed of the aircraft engine, making the direct-connected high-altitude simulation test bench or the starting regularity test bench have a wider range of uses, ensuring the smooth implementation of the tests of the aircraft engine in the air start, environmental icing and other tests, and saving more than 60% of the construction and operation costs compared with the large-flow direct-connected high-altitude simulation test bench or the starting regularity test bench.

[0032] Alternatively, if Figure 1As shown, the open wind tunnel 6 includes a connected expansion section 61 and a contraction section 62, a wind tunnel inlet pipe connected between the expansion section 61 and the exhaust port of the rear cabin, a wind tunnel outlet pipe connected between the contraction section 62 and the air inlet port of the front cabin, a first stop valve 71 and a power fan 72 sequentially arranged in the wind tunnel inlet pipe, and a second stop valve 73 arranged in the wind tunnel outlet pipe. The air supply adjustment system pipeline 8 is connected to the wind tunnel outlet pipe between the second stop valve 73 and the front cabin. The exhaust adjustment system pipeline 9 passes through the wind tunnel inlet pipe and then extends into the exhaust port of the rear cabin. In the open wind tunnel 6 of the present invention, since there is pressure loss along the way and local pressure loss during the flow process, the circulating air is pressurized by the power fan 72 to compensate for the pressure loss; when working, the power fan 72 is turned on to circulate the air in the closed-loop wind tunnel composed of the open wind tunnel 6 and the environmental test cabin, and the air circulation flow rate in the closed-loop wind tunnel can be changed by adjusting the speed of the power fan 72. In the present invention, an open wind tunnel 6 is connected in parallel to the inlet and outlet of the environmental test chamber of a conventional high-altitude simulation test bench, and a small flow of air from the test bench air supply and regulation system is provided to the aircraft engine for consumption and combustion, while most of the flow of air circulates in the closed-loop wind tunnel and is used reciprocatingly, thereby increasing the air flow through the environmental test chamber, thereby simulating a higher flight speed.

[0033] In this option, if Figure 1 As shown, the wind tunnel inlet pipe includes a first corner section 63, a first straight pipe section 64, a second corner section 65 and a second straight pipe section 66 which are arranged and connected in sequence. The other end of the first corner section 63 is connected to the exhaust port of the rear cabin, and the exhaust adjustment system pipeline 9 passes through the first corner section 63 and then extends into the exhaust port. The first stop valve 71 is arranged in the first straight pipe section 64. The other end of the second straight pipe section 66 is connected to the expansion section 61, and the power fan 72 is arranged in the second straight pipe section 66.

[0034] In the specific embodiment of this optional solution, combined with Figure 2 As shown, the first corner section 63 includes a corner section shell 631 arranged at a right angle, a plurality of guide plates 632 for guiding the circulating air to reduce the turbulence of the airflow, and an annular plugging plate 633. The two ends of the corner section shell 631 are respectively connected to the exhaust port of the rear cabin and the first straight pipe section 64. The plurality of guide plates 632 are arranged in sequence along the corner alignment of the corner section shell 631, and one side of each guide plate 632 is fixed to the inner wall surface of the corner section shell 631. The exhaust gas regulating system pipe 9 is transversely passed through the through holes opened on the corner section shell 631 and the guide plates 632 and then extends into the exhaust port of the rear cabin, and the annular plugging plate 633 is fixed in the through hole and is also fixed to the exhaust gas regulating system pipe 9.

[0035] In this option, if Figure 1As shown, the wind tunnel outlet pipe includes a third corner section 67, a third straight pipe section 68 and a fourth corner section 69 which are sequentially arranged and connected. The other end of the third corner section 67 is connected to the contraction section 62, and the second stop valve 73 is arranged in the third corner section 67. The air supply and regulation system pipeline 8 passes through the third corner section 67 and then extends into the third straight pipe section 68. The other end of the fourth corner section 69 is connected to the air intake port of the front cabin.

[0036] When no aerial start is carried out and no simulated flight speed is required for environmental icing tests, the first stop valve 71 and the second stop valve 73 are closed, and the power fan 72 is not turned on. The aircraft engine inlet air enters the third straight pipe section 68 through the air supply regulating system pipe 8, and enters the environmental test chamber after passing through the fourth corner section 69. The air is sucked into the aircraft engine, burned, and then discharged through the exhaust regulating system pipe 9 to the exhaust regulating system for treatment. When conducting aerial start tests, environmental icing tests, etc. that require simulation of flight speed, open the first stop valve 71 and the second stop valve 73, turn on the power fan 72, and calculate the total flow rate according to the flight speed that the aircraft engine needs to simulate. Subtract the flow rate supplied by the air supply regulation system to obtain the circulation flow rate in the open wind tunnel 6. According to the circulation flow rate, adjust the power fan 72 to the corresponding speed. The circulation flow rate and the flow rate in the air supply regulation system pipeline 8 are mixed in the third corner section 67, and then flow through the environmental test chamber. The air absorbed and burned by the aircraft engine is discharged to the exhaust regulation system through the exhaust regulation system pipeline 9. The circulating air passes through the exhaust regulation system pipeline 9 and the middle annular area of ​​the first corner section 63 and is pressurized by the power fan 72 and circulated again.

[0037] Preferably, if Figure 1 As shown, the open wind tunnel 6 also includes a heat exchange cooler 74 for cooling the circulating air. The heat exchange cooler 74 is arranged between the expansion section 61 and the contraction section 62. During operation, the air temperature rises due to the pressure increase of the power fan 72 and the convection heat transfer during the circulation process, and the heat exchange cooler 74 cools the circulating air to maintain heat balance.

[0038] Alternatively, if Figure 3As shown, the environmental test chamber also includes a middle chamber 2 located between the front chamber 1 and the rear chamber 3, and a middle and rear chamber connecting pipe group 5 with a disconnection arrangement. The front chamber 1, the middle chamber 2 and the rear chamber 3 are separated by a front partition 41 and a rear partition 42 arranged in sequence in the front and rear of the environmental test chamber, and the front chamber 1 is a rectifying and stabilizing chamber with positive and negative pressure and high and low temperature environments, which is used to simulate the total intake temperature and total pressure of the test engine. The middle chamber 2 is a test equipment chamber with a normal temperature and pressure environment, which is used to install a power meter for measuring the output shaft power of the test engine, and an inertia moment simulator for simulating the polar inertia moment. The rear chamber 3 is a test engine chamber for installing the test engine and the auxiliary power unit, and it also has a negative pressure and high and low temperature environment for simulating the exhaust pressure of the test engine. Alternatively, the middle cabin 2 is a test engine cabin for installing a test engine and an auxiliary power unit, and it also has a negative pressure and high and low temperature environment for simulating the exhaust pressure of the test engine, and the rear cabin 3 is a test equipment cabin with a normal temperature and pressure environment, for installing a power meter for measuring the output shaft power of the test engine, and an inertia moment simulator for simulating the polar inertia moment. One end of the middle and rear cabin connecting pipe group 5 is connected to the middle cabin 2, and the other end thereof is connected to the exhaust port 301.

[0039] The environmental test chamber of the present invention comprises a front chamber 1, a middle chamber 2 and a rear chamber 3 which are arranged and connected in sequence, and the middle chamber 2 can be used as a test equipment chamber or a test engine chamber, and the rear chamber 3 can be used as a test engine chamber or a test equipment chamber accordingly, and the test equipment chamber and the test engine chamber are independent of each other, so that the test equipment in the test equipment chamber can be in a normal temperature and pressure working environment during the test, and the normal use of the power meter (generally a hydraulic dynamometer) and the inertia moment simulator (generally a flywheel) is guaranteed under the condition that the heat insulation chamber is not applicable, which solves the problems existing in the prior art when using the heat insulation chamber, such as "limited maximum size, poor matching performance with the hydraulic dynamometer, maintenance and replacement of the hydraulic dynamometer". The invention solves the technical problems of "inconvenient replacement operation, heavy on-site workload, and serious impact on transformation and test efficiency", greatly improves the efficiency and progress of engine testing and transformation, reduces the difficulty of overhauling and replacing hydraulic dynamometers and the on-site workload; in the test cabin of the invention, both the middle cabin 2 and the rear cabin 3 can be used to place test engines and test equipment, thereby greatly improving the model matching of the test cabin and meeting the test requirements of different types of engines such as front-output and rear-output turboshafts and turboprops; the test cabin of the invention has been applied and verified in the environmental test cabin of the test bench. Judging from the verification results, the principle of this type of environmental test cabin is correct and can meet the test requirements of engines with different structural forms.

[0040] In actual design, for the front output turboshaft and turboprop engines, the middle cabin 2 is the test equipment cabin, where the hydraulic dynamometer and flywheel are placed, and it is a normal temperature and pressure environment; the rear cabin 3 is the test engine cabin, which mainly places the test engine and auxiliary power unit, and simulates the exhaust pressure of the engine, that is, the flight altitude, which is a negative pressure and high and low temperature environment. For the rear output turboshaft and turboprop engines, the middle cabin 2 is the test engine cabin, where the test engine and auxiliary power unit are placed, and the exhaust pressure of the engine, that is, the flight altitude, is simulated. It is a negative pressure and high and low temperature environment; the rear cabin 3 is the test equipment cabin, which mainly places the hydraulic dynamometer and flywheel. The environmental test cabin of the present invention adopts a front, middle and rear three-cabin design. The test equipment cabin and the test engine cabin are independent of each other, have stronger versatility, can meet the test requirements of different types of engines, and at the same time, the test equipment cabin is a normal temperature and pressure environment, the hydraulic dynamometer has a better working environment, avoids the use of the hydraulic dynamometer insulation cabin, and improves the test and transformation efficiency.

[0041] In this option, if Figure 3 As shown, the front cabin 1 includes a first support 11 that plays a supporting role, the middle cabin 2 includes a second support 27 and a third support 28 that play a supporting role and are arranged in sequence along the axial direction, and the rear cabin 3 includes a fourth support 33 and a fifth support 34 that play a supporting role and are arranged in sequence along the axial direction; the first support 11 is fixed to the front cabin 1, the second support 27 and the third support 28 are respectively fixed to the middle cabin 2, and the fourth support 33 and the fifth support 34 are respectively fixed to the rear cabin 3; the first support 11, the second support 27 and the fifth support 34 are all free supports that are not fixed to the ground of the test room. Since the environments of the middle cabin 2 and the rear cabin 3 are different when installing test equipment or test engines, in order to reduce the overall thermal expansion and contraction of the test cabin, different installation methods are selected according to different usage scenarios. When the middle cabin 2 is the test equipment cabin and the rear cabin 3 is the test engine cabin, the third support 28 is a free support not fixed to the ground of the test room, and the fourth support 33 is a fixed support fixed to the ground of the test room; when the middle cabin 2 is the test engine cabin and the rear cabin 3 is the test equipment cabin, the third support 28 is a fixed support fixed to the ground of the test room, and the fourth support 33 is a free support not fixed to the ground of the test room.

[0042] In this option, if Figure 4As shown, the front cabin 1 also includes a hollow cylindrical front cabin body 18, an air intake terminal 12 connected to the front end of the front cabin body 18, a front cabin door 110 connected to the wall of the front cabin body 18, and a porous plate 15, a rectifying honeycomb 16 and a rectifying net 17 arranged in sequence in the front cabin body 18 along the air intake direction. In this optional scheme, the air intake terminal 12 includes an air intake flange, an air intake straight pipe section and an air intake head arranged in sequence and connected. The rear end of the front cabin body 18 is axially connected to the middle cabin 2. The air intake port 101 is opened on the end face of the air intake terminal 12. The porous plate 15, the rectifying honeycomb 16 and the rectifying net 17 are arranged along the cross section of the front cabin body 18 respectively, and the porous plate 15, the rectifying honeycomb 16 and the rectifying net 17 are used to divide and rectify the air flow, so that the air flow has good quality and meets the engine test requirements.

[0043] Furthermore, if Figure 4 As shown, the front cabin 1 also includes a quick-opening manhole 14, an exhaust pipe 19 and multiple sets of first unloading devices 111 arranged on the wall of the front cabin body 18. The gas in the front cabin body 18 enters the exhaust pipe 19 through the front partition 41 and is then discharged. In this optional solution, the first unloading device 111 is a safety protection device. When the pressure in the front cabin 1 exceeds the set value, the first unloading device 111 automatically opens to release the pressure; the guide basin of the engine process air inlet is placed behind the rectifier net 17; the front cabin door 110 is convenient for personnel to enter and exit for installation and maintenance.

[0044] In this option, if Figure 6As shown, the front partition 41 and the rear partition 42 have the same structure. In the present invention, the front partition 41 is used as an example to illustrate the partition structure composition: the front partition 41 includes a first vertical plate 411, a middle partition 413 and a second vertical plate 414 arranged in sequence along the axial direction and arranged along the cross section of the test cabin, and a first ring plate 412 and a second ring plate 415 arranged in an annular shape, and a small partition 416 connected to the middle of the middle partition 413, and a rubber pad 417 sealing the gap between the small partition 416 and the middle partition 413. A waist-shaped hole is provided in the middle of the middle partition 413, and the small partition 416 and the middle partition 413 are sealed by the rubber pad 417. Different small partitions 416 are used according to different test equipment and test engines, which has stronger versatility. The peripheries of the first vertical plate 411, the middle partition 413 and the second vertical plate 414 are respectively fixed to the inner peripheral surface of the test cabin, and the middle partition 413 is located at the connection between the front cabin 1 and the middle cabin 2. The first ring plate 412 is connected to the first vertical plate 411 and the middle partition plate 413 on both sides, so as to form a first ring cavity arranged in an annular direction with the inner peripheral surface of the test cabin. The first vertical plate 411 is also provided with an air inlet 4110 connected with the first ring cavity. The air of the front cabin 1 enters the first ring cavity from the air inlet 4110 and is discharged into the external air extraction pipeline through the air extraction pipe 19. The second ring plate 415 is connected to the middle partition plate 413 and the second vertical plate 414 on both sides, so as to form a second ring cavity arranged in an annular direction with the inner peripheral surface of the test cabin. The second vertical plate 414 is also provided with an air outlet 4140 connected with the second ring cavity and the middle cabin 2.

[0045] In this option, if Figure 4 As shown, the middle cabin 2 also includes a middle cabin body 22 which is hollow and cylindrical and connected to the front cabin 1 and the rear cabin 3 at both ends along the axial direction, and a middle cabin door 24 connected to the wall of the middle cabin body 22. A middle cabin inlet and outlet which cooperate with the middle cabin door 24 are provided on the wall of the middle cabin body 22, and the middle cabin inlet and outlet are large openings with an opening arc greater than 90 degrees along the circumferential direction. The middle cabin door 24 is a sliding door which slides toward the rear cabin 3 to open the middle cabin inlet and outlet.

[0046] Furthermore, if Figure 4As shown, the middle cabin 2 also includes a first cold air inlet pipe 21 connected to its wall, a first cold air outlet pipe 23, a second unloading device 26 and a plurality of first process pipeline pipes 25. The first cold air inlet pipe 21 and the first cold air outlet pipe 23 are respectively arranged at both ends of the middle cabin body 22, and the first cold air inlet pipe 21 is arranged close to the front cabin 1; when working, the middle cabin 2 is placed with test equipment or test engines, and heat is generated during the test. The air used for cooling the middle cabin 2 enters the second annular cavity of the front bulkhead 41 from the first cold air inlet pipe 21, and then is ejected to the middle cabin 2 through the air outlet 4140 on the second vertical plate 414, and is discharged to the atmosphere from the first cold air outlet pipe 23 after cooling the middle cabin 2. A plurality of first process pipeline connecting pipes 25 are arranged at the bottom of the middle cabin hull 22, and the process pipelines entering the middle cabin hull 22 through the first process pipeline connecting pipes 25 are located at the bottom of a working platform arranged in the middle cabin hull 22, thereby reducing flying wires and flying pipes in the upper area of ​​the working platform, facilitating personnel walking and operation, and achieving a simple and beautiful effect.

[0047] In this option, if Figure 4 As shown, the rear cabin 3 also includes a rear cabin body 32 which is hollow and cylindrical and whose front end is connected to the middle cabin 2, an exhaust terminal 35 coaxially connected to the rear end of the rear cabin body 32, and a rear cabin door 38 connected to the rear cabin body 32; in this optional scheme, the exhaust terminal 35 includes an exhaust head, an exhaust straight pipe section and an exhaust flange which are arranged and connected in sequence. The exhaust port 301 is provided on the end face of the exhaust terminal 35. An inlet and outlet of the rear cabin 3 which cooperate with the rear cabin door 38 are provided on the wall surface of the rear cabin body 32, and the inlet and outlet of the rear cabin 3 are large openings with a circumferential opening arc greater than 90 degrees. The rear cabin door 38 is a sliding door which slides toward the middle cabin 2 to open the inlet and outlet of the rear cabin 3. In this optional scheme, Figure 5 As shown, the middle cabin door 24 and the rear cabin door 38 are both large-opening arc-shaped doors. Silicone rubber inflatable sealing rings are used to seal the middle cabin door 24 and the middle cabin body 22, as well as the rear cabin door 38 and the rear cabin body 32. The use of inflatable sealing rings can effectively compensate for the errors between the arc-shaped doors and the cabin bodies caused by manufacturing. The middle cabin door 24 opens to the right, and the rear cabin door 38 opens to the left. Since the two doors do not need to be opened at the same time, the middle cabin door 24 and the rear cabin door 38 share part of the opening area, thereby reducing the axial length of the environmental test chamber and saving construction costs.

[0048] Furthermore, if Figure 4As shown, the rear cabin 3 also includes a second cold air inlet pipe 31 connected to its wall, a third unloading device 36 and a plurality of second process pipeline pipes 37. The second cold air inlet pipe 31 is located at the front end of the rear cabin body 32 and is arranged close to the middle cabin 2. A plurality of second process pipeline pipes 37 are arranged at the bottom of the rear cabin body 32, and the process pipelines entering the rear cabin body 32 through the second process pipeline pipes 37 are located at the bottom of the working platform arranged in the rear cabin body 32, thereby reducing the flying wires and flying pipes in the upper area of ​​the working platform, facilitating the walking and operation of personnel, and achieving a simple and beautiful effect. During operation, the rear cabin 3 is placed with test equipment or test engines, and heat is generated during the test. The air used for cooling the rear cabin enters the cavity of the rear partition 42 from the second cold air inlet pipe 31, and is ejected to the rear cabin 3 through the cooling holes on the rear partition 42. After cooling the rear cabin 3, it is discharged from the exhaust terminal 35 to the exhaust pipeline.

[0049] In this option, if Figure 4 As shown, the middle and rear cabin connecting pipe group 5 includes a middle and rear cabin connecting pipe 51 and a switch valve 52 arranged in the middle and rear cabin connecting pipe 51. An air duct is arranged on the inner wall surface of the rear cabin 3, and the outlet of the air duct is connected to the exhaust gas regulating system pipe 9 in the exhaust port 301. The first end of the middle and rear cabin connecting pipe 51 is connected to the middle cabin 2, and the second end thereof is connected to the air duct after passing through the rear cabin 3. During operation, when the test equipment is placed in the middle cabin 2, the switch valve 52 is closed, and a high-temperature butterfly valve is used to isolate the environment of the middle cabin 2 and the rear cabin 3; when the test engine is placed in the middle cabin 2, the high-temperature butterfly valve is opened, and the high-temperature gas discharged by the engine combustion enters the exhaust gas regulating system pipe 9 in the exhaust port 301 of the rear cabin 3 through the middle and rear cabin connecting pipe group 5, and is finally discharged to the exhaust gas regulating system.

[0050] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. An aircraft engine flight speed simulation test equipment, characterized in that: include: An environmental test chamber for conducting a high-altitude test of a test engine, an open wind tunnel (6) with openings at both ends, an air supply and conditioning system pipeline (8) for supplying air for combustion and secondary flow cooling during the test engine test, and an exhaust conditioning system pipeline (9) for exhausting high-temperature combustion gas after combustion of the test engine to an exhaust pipeline; The environmental test chamber comprises a front chamber (1) and a rear chamber (3) located at the front and rear ends thereof; The inlet of the open wind tunnel (6) is connected to the exhaust port of the rear cabin, and the outlet of the open wind tunnel (6) is connected to the air inlet port of the front cabin, so as to connect the environmental test cabin to form a closed-loop wind tunnel, thereby causing part of the air exhausted from the environmental test cabin to circulate in the closed-loop wind tunnel to form a circulating flow; The air supply regulating system pipeline (8) is connected to the pipeline between the outlet of the open wind tunnel (6) and the front cabin, and the exhaust regulating system pipeline (9) passes through the pipeline between the open wind tunnel (6) and the rear cabin and then extends into the exhaust port of the rear cabin to connect to the exhaust pipe of the test engine in the environmental test cabin; The environmental test chamber further comprises a middle chamber (2) located between the front chamber (1) and the rear chamber (3), and a middle and rear chamber connecting pipe group (5) which is provided with a disconnection arrangement; the front chamber (1), the middle chamber (2) and the rear chamber (3) are separated and formed by a front partition (41) and a rear partition (42) which are provided in sequence in the front and rear of the environmental test chamber, and the front chamber (1) is a rectifying and stabilizing chamber with positive and negative pressure and high and low temperature environments, so as to simulate the total intake temperature and total pressure of the test engine; the middle chamber (2) is a test equipment chamber with a normal temperature and pressure environment, so as to install a power measuring device for measuring the output shaft power of the test engine, and a power measuring device for simulating the output shaft power of the test engine. A moment of inertia simulator for simulating polar moment of inertia, wherein the rear cabin (3) is a test engine cabin for installing a test engine and an auxiliary power unit, and it also has a negative pressure and high and low temperature environment for simulating the exhaust pressure of the test engine; or, the middle cabin (2) is a test engine cabin for installing a test engine and an auxiliary power unit, and it also has a negative pressure and high and low temperature environment for simulating the exhaust pressure of the test engine, and the rear cabin (3) is a test equipment cabin with a normal temperature and pressure environment, so as to install a power measuring device for measuring the output shaft power of the test engine, and an inertia moment simulator for simulating polar moment of inertia; One end of the middle and rear compartment connecting pipe group (5) is connected to the middle compartment (2), and the other opposite end is connected to the exhaust port (301).

2. The aircraft engine flight speed simulation test equipment according to claim 1, characterized in that: The open wind tunnel (6) comprises an expansion section (61) and a contraction section (62) which are connected to each other, a wind tunnel inlet pipe connected between the expansion section (61) and an exhaust port of a rear cabin, a wind tunnel outlet pipe connected between the contraction section (62) and an air intake port of a front cabin, a first stop valve (71) and a power fan (72) which are sequentially arranged in the wind tunnel inlet pipe, and a second stop valve (73) which is arranged in the wind tunnel outlet pipe; The air supply regulating system pipeline (8) is in communication with the second stop valve (73) and the wind tunnel outlet pipe between the front cabin; The exhaust gas regulating system pipeline (9) passes through the wind tunnel inlet pipe and then extends into the exhaust port of the rear cabin.

3. The aircraft engine flight speed simulation test equipment according to claim 2, characterized in that: The wind tunnel inlet pipe comprises a first corner section (63), a first straight pipe section (64), a second corner section (65) and a second straight pipe section (66) which are arranged in sequence and connected to each other; The other end of the first corner section (63) is connected to the exhaust port of the rear cabin, and the exhaust adjustment system pipeline (9) passes through the first corner section (63) and then extends into the exhaust port; The first stop valve (71) is arranged in the first straight pipe section (64); The other end of the second straight pipe section (66) is connected to the expansion section (61), and the power fan (72) is arranged in the second straight pipe section (66).

4. The aircraft engine flight speed simulation test equipment according to claim 3, characterized in that: The first corner section (63) comprises a corner section housing (631) arranged at a right angle, a plurality of guide plates (632) for guiding the circulating air to reduce the turbulence of the air flow, and an annular blocking plate (633); The two ends of the corner section shell (631) are respectively connected to the exhaust port of the rear cabin and the first straight pipe section (64); A plurality of guide plates (632) are sequentially arranged at intervals along the corner alignment of the corner section housing (631), and one side of each guide plate (632) is fixed to the inner wall surface of the corner section housing (631); The exhaust gas regulating system pipeline (9) is laterally passed through the through holes provided on the corner section shell (631) and the guide plate (632) and then extends into the exhaust port of the rear cabin, and the annular blocking plate (633) is fixed in the through hole and is also fixed to the exhaust gas regulating system pipeline (9).

5. The aircraft engine flight speed simulation test equipment according to claim 2, characterized in that: The wind tunnel outlet pipe comprises a third corner section (67), a third straight pipe section (68) and a fourth corner section (69) which are arranged in sequence and connected; The other end of the third corner section (67) is connected to the contraction section (62), and the second stop valve (73) is arranged in the third corner section (67). The air supply regulating system pipeline (8) passes through the third corner section (67) and then extends into the third straight pipe section (68); The other end of the fourth corner section (69) is connected to the air intake port of the front cabin.

6. The aircraft engine flight speed simulation test equipment according to claim 2, characterized in that: The open wind tunnel (6) further comprises a heat exchange cooler (74) for cooling the circulating air; The heat exchange cooler (74) is arranged between the expansion section (61) and the contraction section (62).

7. The aircraft engine flight speed simulation test equipment according to claim 1, characterized in that: The front cabin (1) includes a first support (11) having a supporting function, the middle cabin (2) includes a second support (27) and a third support (28) having a supporting function and being arranged in sequence along the axial direction, and the rear cabin (3) includes a fourth support (33) and a fifth support (34) having a supporting function and being arranged in sequence along the axial direction; The first support (11), the second support (27) and the fifth support (34) are all free supports that are not fixed to the ground of the test room; When the middle cabin (2) is a test equipment cabin and the rear cabin (3) is a test engine cabin, the third support (28) is a free support that is not fixed to the floor of the test room, and the fourth support (33) is a fixed support that is fixed to the floor of the test room; When the middle cabin (2) is a test engine cabin and the rear cabin (3) is a test equipment cabin, the third support (28) is a fixed support fixed to the floor of the test room, and the fourth support (33) is a free support not fixed to the floor of the test room.

8. The aircraft engine flight speed simulation test equipment according to claim 7, characterized in that: The front cabin (1) also includes a hollow cylindrical front cabin body (18), an air intake end (12) connected to the front end of the front cabin body (18), a front cabin door (110) connected to the wall of the front cabin body (18), and a porous plate (15), a rectifying honeycomb (16) and a rectifying net (17) arranged in sequence in the front cabin body (18) along the air intake direction, as well as a quick-opening manhole (14), an air extraction pipe (19) and a plurality of first unloading devices (111) arranged on the wall of the front cabin body (18); The rear end of the front cabin body (18) is axially connected to the middle cabin (2); The air inlet port (101) is provided on the end surface of the air inlet end head (12); The porous plate (15), the rectifying honeycomb (16) and the rectifying net (17) are respectively arranged along the cross section of the front cabin body (18); The gas in the front cabin body (18) enters the air extraction pipe (19) through the front partition (41) and is then discharged to the outside.

9. The aircraft engine flight speed simulation test equipment according to claim 8, characterized in that: The front baffle (41) and the rear baffle (42) have the same structure. The front baffle (41) comprises a first vertical plate (411), a middle baffle (413) and a second vertical plate (414) which are sequentially arranged along the axial direction and arranged along the cross section of the test chamber, a first ring plate (412) and a second ring plate (415) which are arranged in an annular shape, a small baffle (416) connected to the middle part of the middle baffle (413), and a rubber pad (417) which seals the gap between the small baffle (416) and the middle baffle (413); The peripheries of the first vertical plate (411), the middle partition plate (413) and the second vertical plate (414) are respectively fixed to the inner peripheral surface of the test cabin, and the middle partition plate (413) is located at the connection between the front cabin (1) and the middle cabin (2); The first annular plate (412) is connected to the first vertical plate (411) and the middle partition plate (413) on both sides to form a first annular cavity arranged in an annular direction with the inner peripheral surface of the test chamber. The first vertical plate (411) is also provided with an air inlet (4110) communicating with the first annular cavity. The second annular plate (415) is connected to the middle partition plate (413) and the second vertical plate (414) on both sides, so as to form a second annular cavity arranged in an annular direction with the inner peripheral surface of the test chamber. The second vertical plate (414) is also provided with an air outlet (4140) connecting the second annular cavity and the middle chamber (2).

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