New high altitude environment test chamber

Abstract

The present invention discloses a novel high-altitude environmental test chamber, comprising: a front chamber, a middle chamber and a rear chamber separated by a front partition and a rear partition arranged in sequence, and a middle chamber and rear chamber connecting pipe group. The front chamber is used to simulate the total temperature and total pressure of the intake air of the test engine. The middle chamber is used to install a power meter and an inertia moment simulator, and the rear chamber is a test engine chamber for installing the test engine and the auxiliary power unit. Alternatively, the middle chamber is a test engine chamber for installing the test engine and the auxiliary power unit, and the rear chamber is a test equipment chamber 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 chamber and rear chamber connecting pipe group is connected to the middle chamber, and the other end thereof is connected to the exhaust port. The environmental test chamber of the present invention improves the efficiency and progress of engine testing and modification, and reduces the difficulty and on-site workload of overhauling and replacing hydraulic dynamometers.

Description

Technical Field

[0001] The invention relates to the field of high-altitude simulation tests of aircraft engines, and in particular to a novel high-altitude environmental test chamber. Background Art

[0002] There are mainly direct connection, free jet and propulsion wind tunnel forms for high-altitude simulation tests of aircraft engines. Domestic aircraft engines generally conduct initial pre-flight and design qualitative high-altitude simulation tests on direct connection high-altitude simulation test benches. During high-altitude simulation tests of aircraft engines, the engine is placed in a high-altitude test cabin, which is divided into a front cabin and a rear cabin by a partition. The front cabin is also called the air flow temperature and pressure cabin, which is used to rectify and stabilize the air mixed by the exhaust gas conditioning system. At the same time, the total temperature and total pressure of the air are adjusted according to the simulated flight state, and then enter the engine inlet placed in the rear cabin through the process air inlet. The rear cabin establishes the engine exhaust pressure that needs to be simulated, which is the flight altitude.

[0003] When testing aviation turboshafts, turboprop engines or auxiliary power units, hydraulic dynamometers are generally used to absorb and measure the output shaft power of turboshafts, turboprop engines or auxiliary power units, and flywheels are used to simulate polar inertia moments. High-altitude simulation tests need to be conducted over the full temperature envelope. The temperature envelope of turboshaft engines is generally (-40 to 55)°C, and the temperature envelope of turboprop engines and auxiliary power units is generally (-56 to 55)°C. Currently, commonly used hydraulic dynamometers have problems such as the tension sensor not being able to work properly in low-temperature environments, and the inlet and return water pipes being prone to freezing when immersed in low temperatures for a long time. High-speed hydraulic dynamometers have poor cooling effects at high temperatures, and bearing temperature overheating. In addition, under high-altitude negative pressure conditions, the drainage of the hydraulic dynamometer requires an independent water seal system to prevent backflow.

[0004] In order to solve the problems of high-altitude negative pressure drainage and high and low temperature environment of hydraulic dynamometer, an insulating cabin is generally used to isolate the hydraulic dynamometer from the rear cabin environment. The inside of the insulating cabin is a normal temperature and pressure environment, and the outside of the insulating cabin is a negative pressure and high and low temperature environment. Although the use of an insulating cabin can solve the problems of hydraulic dynamometer drainage and high and low temperature environment, the maximum size of the insulating cabin is limited because it is installed on the test platform of the test cabin, and different insulating cabins need to be designed for different hydraulic dynamometers, which has poor matching with the hydraulic dynamometer; the hydraulic dynamometer is placed in the insulating cabin, and when a problem occurs, the insulating cabin needs to be opened for maintenance, and the maintenance space is limited; when dismantling the hydraulic dynamometer, the insulating cabin needs to be dismantled first, and the insulating cabin needs to be installed after the hydraulic dynamometer is installed. In summary, the use of an insulating cabin has brought great inconvenience to the maintenance and replacement of the hydraulic dynamometer, seriously affecting the progress of the test and modification of aircraft engines.

[0005] Turboshaft engines and turboprop engines have two completely different structural forms, front output and rear output. Due to the different output shaft structures, the engine intake and exhaust structures are also completely different. In particular, the exhaust direction of the engine directly affects the layout of the exhaust and exhaust pipes of the high-altitude simulation test bench. Generally, the front output shaft engine is axially exhausted, while the rear output shaft engine is generally sideways or top exhausted due to the transmission shaft passing through the middle. It is difficult for ordinary high-altitude test chambers to simultaneously meet the test requirements of front-output and rear-output turboshaft and turboprop engines.

[0006] Existing high-altitude environmental test chambers are generally composed of two parts, the front cabin and the rear cabin, which are divided into two independent areas by a partition in the middle. The front cabin simulates the total temperature and total pressure of the engine intake, and the rear cabin simulates the engine flight altitude. Since aviation turboshaft and turboprop engines have two completely different forms of front intake, rear exhaust, front power output, and front intake, side exhaust, and rear power output, two different environmental test chambers are generally used for separate tests. For aviation turboshaft, turboprop engines and auxiliary power units, a hydraulic dynamometer is required to absorb the engine output shaft power. The hydraulic dynamometer is generally placed in an insulated cabin, and the insulated cabin maintains a normal temperature and pressure environment to ensure the normal use of the hydraulic dynamometer.

[0007] The front output shaft and rear output shaft turboshaft and turboprop engines are generally tested in special high-altitude test chambers. It is difficult to modify the conventional front output shaft high-altitude test chamber to meet the high-altitude simulation requirements of the rear output shaft engine.

[0008] The disadvantages of the prior art are as follows:

[0009] The existing high-altitude environmental test chamber consists of two parts: the front cabin and the rear cabin. The front cabin is a rectified temperature and pressure cabin, which simulates the total temperature and total pressure of the engine intake, and the rear cabin is a test cabin, which places the engine and test equipment and simulates the engine flight altitude. Since aircraft engines, especially turboshaft engines and turboprop engines, have two completely different structural forms of front output and rear output, and the engine intake and exhaust structures are also completely different due to the different output shaft structures, the existing high-altitude environmental test chamber is difficult to simultaneously meet the test requirements of front output and rear output turboshaft and turboprop engines.

[0010] When testing turboshaft, turboprop engines and auxiliary power units, a hydraulic dynamometer is required to absorb the engine output shaft power. The hydraulic dynamometer is placed in the rear cabin, which is generally a high and low temperature and negative pressure environment. In order to ensure the normal operation of the dynamometer, an insulating cabin is generally used to isolate the hydraulic dynamometer from the rear cabin environment. Different insulating cabins need to be designed for different hydraulic dynamometers. When the test bench model is replaced, the insulating cabin must be removed before the hydraulic dynamometer can be removed. During installation, the insulating cabin must also be installed after the hydraulic dynamometer is installed, and the on-site installation workload is extremely large. At the same time, the hydraulic dynamometer is placed in the insulating cabin, which is not convenient for observing the working condition of the hydraulic dynamometer. After a fault occurs, the insulating cabin needs to be opened for maintenance, which seriously affects the modification and testing efficiency. Summary of the invention

[0011] The present invention provides a new type of high-altitude environmental test chamber to solve the technical problems existing in the existing test chambers, such as "limited maximum size of the insulation chamber, poor matching performance with the hydraulic dynamometer, extremely inconvenient maintenance and replacement of the hydraulic dynamometer, large on-site workload, serious impact on the transformation and test efficiency, and difficulty in simultaneously meeting the test requirements of the front output and rear output turboshaft and turboprop engines".

[0012] The technical solution adopted by the present invention is as follows:

[0013] A novel high-altitude environmental test chamber, comprising: a front chamber, a middle chamber and a rear chamber separated and formed by front and rear partitions arranged in sequence, and a middle and rear chamber connecting pipe group with a disconnection arrangement; the front end of the front chamber has an air intake port, and the front chamber is a rectifying and stabilizing chamber with positive and negative pressure and high and low temperature environments, so as to simulate the total temperature and total pressure of the intake of the test engine; the middle chamber is a test equipment chamber with a normal temperature and pressure environment, so as to install a power measuring instrument for measuring the output shaft power of the test engine, and an inertia moment simulator for simulating the polar inertia moment; the rear end of the rear chamber has an exhaust port, and the rear chamber is for installing the test engine and auxiliary 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, the rear end of the rear compartment has an exhaust port, 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 sequence in the front cabin body along the air intake direction; 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.

[0016] Furthermore, the front cabin also includes a quick-opening manhole, an exhaust pipe and multiple sets of first unloading devices arranged on the wall of the front cabin body; the gas in the front cabin body enters the exhaust pipe through the front partition and is discharged outside.

[0017] 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.

[0018] Furthermore, the middle cabin also includes a middle cabin body which is hollow cylindrical and connected to the front cabin and the rear cabin at both ends along the axial direction, and a middle cabin door connected to the wall of the middle cabin body; a middle cabin inlet and outlet which cooperate with the middle cabin door are provided on the wall of the middle cabin body, and the middle cabin inlet and outlet are large openings with a circumferential opening arc greater than 90 degrees; the middle cabin door is a sliding door which slides toward the rear cabin to open the middle cabin inlet and outlet.

[0019] Furthermore, the middle cabin also includes a first cold air inlet pipe, a first cold air outlet pipe, a second unloading device and a plurality of first process pipeline pipes connected to its wall surface; the first cold air inlet pipe and the first cold air outlet pipe are respectively arranged at both ends of the middle cabin body, and the first cold air inlet pipe is arranged close to the front cabin; a plurality of first process pipeline pipes are arranged at the bottom of the middle cabin body, and the process pipelines entering the middle cabin body through the first process pipeline pipes are located at the bottom of the working platform arranged in the middle cabin body.

[0020] Furthermore, the rear cabin also includes a hollow cylindrical rear cabin body with a front end connected to the middle cabin, an exhaust end coaxially connected to the rear end of the rear cabin body, and a rear cabin door connected to the rear cabin body; the exhaust port is opened on the end face of the exhaust end; a rear cabin inlet and outlet cooperating with the rear cabin door are opened on the wall surface of the rear cabin body, and the rear cabin inlet and outlet are large openings with a circumferential opening arc greater than 90 degrees; the rear cabin door is a sliding door that slides toward the middle cabin to open the rear cabin inlet and outlet.

[0021] Furthermore, the rear cabin also includes a second cold air inlet pipe connected to its wall, a third unloading device and a plurality of second process pipeline pipes; the second cold air inlet pipe is located at the front end of the rear cabin body and is arranged close to the middle cabin; a plurality of second process pipeline pipes are arranged at the bottom of the rear cabin body, and the process pipelines entering the rear cabin body through the second process pipeline pipes are located at the bottom of the working platform arranged in the rear cabin body.

[0022] Furthermore, the middle and rear cabin connecting pipe group includes a middle and rear cabin connecting pipe, and a switch valve arranged in the middle and rear cabin connecting pipe; an air duct is provided on the inner wall surface of the rear cabin, and the outlet of the air duct is connected to the exhaust port; the first end of the middle and rear cabin connecting pipe is connected to the middle cabin, and the opposite second end thereof passes through the rear cabin and is connected to the air duct.

[0023] The present invention has the following beneficial effects:

[0024] The novel high-altitude environmental test chamber of the present invention comprises a front chamber, a middle chamber and a rear chamber which are arranged and connected in sequence, and the middle chamber can be used as a test equipment chamber or a test engine chamber, and the rear chamber 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 and the moment of inertia simulator is guaranteed under the condition that the heat insulation chamber is not applicable, and the problems existing when using the heat insulation chamber, such as "limited maximum size, poor matching performance with the hydraulic dynamometer, extremely inconvenient maintenance and replacement of the hydraulic dynamometer, and on-site work The invention solves the technical problems of "large workload, serious impact on transformation and test efficiency", greatly improves the efficiency and progress of engine testing and transformation, reduces the difficulty of overhaul and replacement of hydraulic dynamometer and the workload on site; in the test cabin of the invention, both the middle cabin and the rear cabin 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.

[0025] 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

[0026] 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:

[0027] Figure 1 This is a schematic diagram of the main structure of a new type of high-altitude environmental test chamber according to a preferred embodiment of the present invention;

[0028] Figure 2 yes Figure 1 A top view of

[0029] Figure 3 yes Figure 1 Schematic diagram of the opening and closing status of the middle cabin and rear cabin doors of the new high-altitude environmental test cabin;

[0030] Figure 4 yes Figure 1 Schematic diagram of the partial structure of the center front partition.

[0031] Legend

[0032] 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 door; 25. First process pipeline pipe; 26. Second unloading device; 27. Second support; 28. Third support; 3. Rear cabin; 301. Exhaust port; 31. Second cold air inlet pipe; 32. Rear cabin body; 33. Fourth support; 34. Fifth support; 35. Exhaust terminal; 36. Third unloading device; 37. Second process pipeline pipe; 38. Rear cabin door; 41. Front partition; 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. DETAILED DESCRIPTION

[0033] 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.

[0034] Reference Figure 1 The preferred embodiment of the present invention provides a new type of high-altitude environmental test chamber, including: a front chamber 1, a middle chamber 2 and a rear chamber 3, which are separated and formed independently by a front partition 41 and a rear partition 42 arranged in sequence, and a middle and rear chamber connecting pipe group 5 with a disconnection arrangement. The front end of the front chamber 1 has an air intake port 101. The front chamber 1 is a rectifying and pressure-stabilizing chamber with positive and negative pressures and high and low temperature environments, which is used to simulate the total temperature and total pressure of the intake air 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 end of the rear chamber 3 has an exhaust port 301. The rear chamber 3 is a test engine chamber 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. 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. The rear end of the rear cabin 3 has an exhaust port 301. The rear cabin 3 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. 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.

[0035] The novel high-altitude 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, and the problems existing in the use of the heat insulation chamber, such as "limited maximum size, poor matching performance with the hydraulic dynamometer, and maintenance and replacement of the hydraulic dynamometer" are solved. The invention solves the technical problems of "extremely inconvenient operation, heavy workload on site, 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 workload on site; 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.

[0036] 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.

[0037] Alternatively, if Figure 1As 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.

[0038] Alternatively, if Figure 2 As 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.

[0039] Furthermore, if Figure 2 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.

[0040] Alternatively, if Figure 4As 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.

[0041] Alternatively, if Figure 2 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.

[0042] Furthermore, if Figure 2As 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.

[0043] Alternatively, if Figure 2 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 3 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.

[0044] Furthermore, if Figure 2As 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.

[0045] Alternatively, if Figure 2 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 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 combustion gas discharged by the engine combustion enters the exhaust port 301 of the rear cabin 3 through the middle and rear cabin connecting pipe group 5, and enters the cooler through the exhaust port 301 for cooling.

[0046] 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. A new type of high altitude environment test chamber, characterized in that: include: A front cabin (1), a middle cabin (2) and a rear cabin (3) are formed and separated by a front partition (41) and a rear partition (42) arranged in sequence in the front and rear, and a middle and rear cabin connecting pipe group (5) is provided in a disconnected manner; The front end of the front cabin (1) is provided with an air intake port (101), and the front cabin (1) is a rectifying and pressure-stabilizing cabin with positive and negative pressures and high and low temperature environments, so as to simulate the total intake temperature and total pressure of the test engine; The middle cabin (2) is a test equipment cabin with a normal temperature and pressure environment, and is used to install a power measuring device for measuring the output shaft power of the test engine, and an inertia moment simulator for simulating the polar inertia moment. The rear end of the rear cabin (3) has an exhaust port (301). The rear cabin (3) is a test engine cabin 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; 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. The rear end of the rear cabin (3) has an exhaust port (301). The rear cabin (3) is a test equipment cabin with a normal temperature and pressure environment, and 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. 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 novel high altitude environment test chamber according to claim 1 is 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.

3. The novel high altitude environment test chamber according to claim 2 is 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) sequentially arranged in the front cabin body (18) at intervals along the air intake direction; 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).

4. The novel high altitude environment test chamber according to claim 3 is characterized in that: The front cabin (1) also includes a quick-opening manhole (14), an air extraction pipe (19) and a plurality of first unloading devices (111) arranged on the wall surface 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.

5. The novel high altitude environment test chamber according to claim 4 is 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), a second vertical plate (414), a first ring plate (412) and a second ring plate (415) arranged in an annular shape, which are arranged in sequence along the axial direction and along the cross section of the test chamber, a small baffle (416) connected to the middle of the middle baffle (413), and a rubber pad (417) for sealing 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).

6. The novel high altitude environment test chamber according to claim 2 is characterized in that: 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 surface of the middle cabin body (22); A middle cabin inlet and outlet cooperating with a middle cabin door (24) is provided on the wall of the middle cabin body (22), and the middle cabin inlet and outlet is a large opening with an opening arc greater than 90 degrees along the circumferential direction; The middle cabin door (24) is a sliding door that slides toward the rear cabin (3) to open the entrance and exit of the middle cabin.

7. The novel high altitude environment test chamber according to claim 6 is characterized in that: The middle cabin (2) also includes a first cold air inlet pipe (21), a first cold air outlet pipe (23), a second unloading device (26) and a plurality of first process pipeline pipes (25) connected to the wall surface thereof; A first cold air inlet pipe (21) and a first cold air outlet pipe (23) are respectively arranged at two ends of the middle cabin body (22), and the first cold air inlet pipe (21) is arranged close to the front cabin (1); 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).

8. The novel high altitude environment test chamber according to claim 2 is characterized in that: The rear cabin (3) further comprises 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) which is coaxially connected to the rear end of the rear cabin body (32), and a rear cabin door (38) which is connected to the rear cabin body (32); The exhaust port (301) is opened on the end surface of the exhaust end head (35); A rear cabin (3) inlet and outlet that cooperates with the rear cabin door (38) is provided on the wall surface of the rear cabin body (32), and the rear cabin (3) inlet and outlet is a large opening with an opening arc greater than 90 degrees along the circumferential direction; The rear cabin door (38) is a sliding door that slides toward the middle cabin (2) to open the entrance and exit of the rear cabin (3).

9. The novel high altitude environment test chamber according to claim 8 is characterized in that: The rear cabin (3) also includes a second cold air inlet pipe (31) connected to the wall surface thereof, 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 connecting 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 connecting pipes (37) are located at the bottom of a working platform arranged in the rear cabin body (32).

10. The novel high altitude environment test chamber according to claim 1 is characterized in that: The middle and rear cabin connecting pipe group (5) comprises 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 provided on the inner wall surface of the rear cabin (3), and an outlet of the air duct is connected to the exhaust port (301); The first end of the middle and rear compartment connecting pipe (51) is connected to the middle compartment (2), and the second end thereof, which is opposite to the middle and rear compartment connecting pipe, passes through the rear compartment (3) and is connected to the air guide pipe.

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