Engine operating condition simulation test device

Abstract

The present invention proposes an engine operating condition simulation test device, comprising: a simulation unit, a lubrication unit, and a pressure unit; the simulation unit defines a bearing cavity for rotor rotation; a high-pressure cavity adjacent to the bearing cavity, into which gas at a first preset temperature is introduced to adjust the temperature and pressure of the high-pressure cavity; an oil mist cavity surrounding the bearing cavity is defined within the simulation unit; an oil slingering pan capable of rotating with the rotor is disposed within the oil mist cavity; an output end of the lubrication unit communicates with one side of the oil mist cavity so that the lubrication unit can deliver lubricating oil at a second preset temperature into the oil mist cavity; the oil slingering pan can decompose the lubricating oil into oil mist; and a working end of the pressure unit communicates with the other side of the oil mist cavity so that the pressure unit can pump negative pressure into the oil mist cavity. This device simulates the actual operating conditions of an aircraft engine, making test results closer to actual operating conditions, improving the accuracy of test results, reducing errors, and facilitating personnel's understanding of the actual operating conditions of the aircraft engine.

Description

Technical Field

[0001] The invention belongs to the technical field of aviation engine testing, and in particular relates to an engine operating condition simulation test device. Background Art

[0002] As the technical performance of aircraft engines continues to develop and improve, more and more attention is paid to the sealing effect of the engine's bearing cavity. In order to ensure that the bearings and lubricating oil are protected from the influence of the high-temperature airflow environment, it is necessary to effectively isolate the engine's bearing cavity where the rotor is located from the engine's airflow environment through a sealing structure, thereby improving the engine's performance.

[0003] Generally, before an aircraft engine is put into operation, it is necessary to conduct a full-machine test. This allows personnel to understand the possible operating conditions of the aircraft engine in advance and ensure smooth operation after the aircraft engine is put into operation. However, during actual operation, the actual operating conditions of the bearing cavity are affected by the turbine air system, oil lubrication system, turbine components, and sealing structure. This can lead to significant deviations from the operating conditions of the full-machine test conducted on the ground, resulting in large errors in the test results. Therefore, it is necessary to simulate the operating conditions of the aircraft engine.

[0004] Existing simulations of aircraft engine operating conditions generally set the bearing cavity's ambient pressure to normal pressure and supply high-pressure, room-temperature lubricating oil to the bearing cavity through a lubrication system. This allows the lubricating oil injected into the bearing cavity to cool and lubricate the bearing. The pressure and temperature of the high-pressure cavity adjacent to the bearing cavity are controlled by delivering gas at a preset temperature through an air system to meet the required environmental operating conditions. However, when the aircraft engine is in an actual high-altitude cruising state, the bearing cavity's ambient pressure should be slightly negative, which differs from the normal pressure state during simulation. Furthermore, the lubricating oil used to cool the bearing cavity during simulation is too low to reproduce the high-temperature oil mist environment of high-altitude cruising in the simulation, resulting in errors in the test results.

[0005] Therefore, existing aircraft engine operating condition simulation tests have large errors due to the difficulty in reproducing the operating conditions. Summary of the Invention

[0006] In view of the above problems, the present invention proposes an engine operating condition simulation test device, comprising:

[0007] A simulation part, wherein a bearing cavity for the rotor to rotate is defined in the simulation part;

[0008] A high-pressure chamber adjacent to the bearing chamber is provided in the simulation portion, and gas at a first preset temperature is introduced into the high-pressure chamber to adjust the temperature and pressure of the high-pressure chamber;

[0009] An oil mist chamber surrounding the bearing chamber is provided in the simulation portion;

[0010] An oil-slinging pan capable of rotating together with the rotor is provided in the oil mist chamber;

[0011] a lubricating portion, wherein an output end of the lubricating portion is in communication with one side of the oil mist chamber, so that the lubricating portion can deliver lubricating oil at a second preset temperature into the oil mist chamber;

[0012] The oil slinger can decompose the lubricating oil into oil mist;

[0013] The pressure part has a working end that is in communication with the other side of the oil mist chamber, so that the pressure part can pump negative pressure into the oil mist chamber.

[0014] In some specific embodiments, the simulation unit includes:

[0015] A housing, wherein a bearing hole capable of accommodating a bearing is formed on one axial side of the housing, so that the bearing hole forms the bearing cavity;

[0016] a cylinder, the cylinder being arranged in the shell along the axial direction of the shell, and one end of the cylinder being connected to the bearing hole;

[0017] One end of the rotor is rotatably disposed in the cylinder and connected to the bearing;

[0018] The oil-slinging pan is arranged in the middle of the rotor;

[0019] a seal disposed between the other end of the rotor and the inner wall of the housing;

[0020] The side wall of the sealing member away from the bearing hole and the side wall of the housing away from the bearing hole together form the high-pressure chamber;

[0021] The outer wall of the cylinder, the outer wall of the oil-slinging pan, the side wall of the sealing member close to the bearing hole and the side wall of the housing close to the bearing hole together form the oil mist chamber.

[0022] In some specific embodiments, a shaft end sealing assembly is provided between the cylinder and the bearing hole;

[0023] The shaft end sealing component has a three-stage tooth gap and a two-stage expansion cavity structure.

[0024] In some specific embodiments, the lubrication portion includes:

[0025] an oil source, the oil source being used to store lubricating oil;

[0026] a heater, wherein the output end of the oil source is connected to the input end of the heater via an oil supply pump, and the heater is capable of heating the lubricating oil to a second preset temperature;

[0027] The output end of the heater is communicated with the oil mist chamber.

[0028] In some specific embodiments, the housing is provided with an oil inlet channel and an oil outlet channel respectively connected to the bearing hole;

[0029] The output end of the oil source is also connected to the oil inlet passage through an oil supply pump, so as to cool the bearing cavity by outputting lubricating oil.

[0030] In some specific embodiments, an oil guide channel connected to an oil outlet channel is opened on a side of the oil mist chamber, so that condensed lubricating oil can be discharged from the oil mist chamber.

[0031] In some specific embodiments, the oil outlet is connected to the input end of the oil source so that the discharged lubricating oil can be reused;

[0032] An oil filter is provided between the oil source and the heater to filter the lubricating oil.

[0033] In some specific embodiments, the pressure portion includes:

[0034] a vacuum pump, wherein a working end of the vacuum pump is connected to the oil mist chamber to apply negative pressure to the oil mist chamber;

[0035] A regulating valve is provided between the vacuum pump and the oil mist chamber, and the pressure of the oil mist chamber can be adjusted to a slight negative pressure through the regulating valve.

[0036] In some specific embodiments, the pressure portion further comprises:

[0037] a buffer tank, wherein the working end of the vacuum pump is connected to the oil mist chamber through the buffer tank, so that part of the oil mist can be stored in the buffer tank;

[0038] The regulating valve is connected to the buffer tank.

[0039] In some specific embodiments, the output end of the buffer tank is connected to the input end of the lubrication unit so that the extracted lubricating oil can be reused.

[0040] The engine operating condition simulation test device of the present invention is capable of outputting lubricating oil at a second preset temperature into an oil mist chamber disposed around the bearing cavity through a lubrication portion. As a result, the lubricating oil is decomposed into oil mist at the second preset temperature by the action of an oil slinger, thereby forming a high-temperature oil mist environment around the bearing cavity that is more consistent with actual operating conditions. Simultaneously, the pressure portion is capable of pumping pressure into the oil mist chamber disposed around the bearing cavity, thereby pumping the oil mist chamber to a slightly negative pressure state consistent with actual operating conditions. The structures cooperate with each other to simulate the actual operating conditions of the aircraft engine, making the test results of the aircraft engine operating condition simulation closer to the actual operating conditions, thereby improving the accuracy of the test results and reducing test errors, allowing personnel to better understand the actual operating conditions of the aircraft engine.

[0041] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0043] Figure 1 A schematic diagram of an engine operating condition simulation test device in an embodiment of the present invention is shown;

[0044] Figure 2 A schematic diagram of a simulation unit in an embodiment of the present invention is shown;

[0045] Figure 3 FIG2 shows a partially enlarged schematic diagram of the simulation part A in the embodiment of the present invention;

[0046] Figure 4 A schematic diagram of a lubrication portion in an embodiment of the present invention is shown;

[0047] Figure 5 A schematic diagram of a pressure portion in an embodiment of the present invention is shown.

[0048] In the figure, 100, simulation unit; 110, housing; 111, oil inlet passage; 112, oil outlet passage; 113, oil guide passage; 114, oil injection pipe; 115, pumping and pressure pipe; 116, first temperature sensor; 117, first pressure sensor; 118, second temperature sensor; 119, second pressure sensor; 120, cylinder; 130, seal; 140, oil slinger; 150, shaft end seal assembly; 151, tooth clearance; 152 , expansion cavity; 200, lubrication part; 210, oil source; 220, oil supply pump; 230, heater; 231, first quick connector; 232, first hose; 240, oil filter; 250, flow meter; 300, pressure part; 310, vacuum pump; 320, regulating valve; 330, buffer tank; 331, second quick connector; 332, second hose; 340, third pressure sensor; 350, ball valve; 400, rotor. DETAILED DESCRIPTION

[0049] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0050] Reference Figure 1 The present invention provides an engine operating condition simulation test device, comprising: a simulation part 100, a lubrication part 200 and a pressure part 300. A bearing cavity for the rotation of a rotor 400 is provided in the simulation part 100. A high-pressure cavity adjacent to the bearing cavity is provided in the simulation part 100, and a gas of a first preset temperature is introduced into the high-pressure cavity to adjust the temperature and pressure of the high-pressure cavity. An oil mist cavity surrounding the bearing cavity is provided in the simulation part 100. An oil-slinging plate 140 capable of rotating together with the rotor 400 is provided in the oil mist cavity. The output end of the lubrication part 200 is connected to one side of the oil mist cavity so that the lubrication part 200 can deliver lubricating oil of a second preset temperature into the oil mist cavity. The lubricating oil can be decomposed into oil mist by the oil-slinging plate 140. The working end of the pressure part 300 is connected to the other side of the oil mist cavity so that the pressure part 300 can pump negative pressure into the oil mist cavity.

[0051] Specifically, a bearing cavity is provided on one side of the simulation unit 100, and a rotor 400 is rotatably disposed within the bearing cavity. The rotor 400 can rotate about the axial direction of the bearing cavity, thereby simulating the operation of an aircraft engine. A high-pressure cavity is provided on the other side of the simulation unit 100. One side of the high-pressure cavity can introduce gas at a first preset temperature, and the other side of the high-pressure cavity can exhaust gas at the first preset temperature. The introduced gas at the first preset temperature simulates the high-temperature operating conditions of the high-pressure side of the aircraft engine during operation. At the same time, the introduction and exhaust of gas at the first preset temperature on both sides of the high-pressure cavity creates a pressure differential between the two sides of the high-pressure cavity, thereby simulating the high-pressure operating conditions of the high-pressure side of the aircraft engine during operation. An oil mist cavity is provided within the simulation unit 100, and the oil mist cavity surrounds the axial direction of the bearing cavity. The oil slinger pan 140 is mounted on the rotor 400, and its outer edge extends into the oil mist chamber. When the oil slinger pan 140 rotates under the action of the rotor 400, the outer edge of the oil slinger pan 140 also rotates within the oil mist chamber. The output end of the lubrication unit 200 is connected to the oil mist chamber, allowing the lubrication unit 200 to deliver lubricating oil into the oil mist chamber. Once the lubricating oil reaches the oil mist chamber, it contacts the oil slinger pan 140, which rotates along with the rotor 400. The oil slinger pan 140 decomposes the lubricating oil into oil mist, which fills the oil mist chamber. The temperature of the lubricating oil entering the oil mist chamber is a second preset temperature, so that the oil mist decomposed by contact with the oil slinger pan 140 is also at the second preset temperature, thereby simulating the high-temperature oil mist environment encountered during actual aircraft engine operation. At the same time, the working end of the pressure section 300 is also connected to the oil mist chamber. Through the pressure section 300, the oil mist chamber can be pumped down, maintaining a negative pressure within it, thereby simulating the negative pressure environment experienced during actual aircraft engine operation. Through the coordination of these various structures, the actual operating conditions of the aircraft engine are simulated, resulting in test results that are closer to actual operating conditions. This improves the accuracy of the test results, reduces test errors, and facilitates personnel's understanding of the aircraft engine's actual operating conditions.

[0052] Furthermore, the second preset temperature is 150° C., which can be closer to the actual operating conditions of the aircraft engine.

[0053] In some specific embodiments of the present invention, referring to Figure 2The simulation unit 100 includes a housing 110, a cylinder 120, and a seal 130. A bearing hole for accommodating a bearing is provided on one axial side of the housing 110, and the inner wall of the bearing hole encloses a bearing cavity. The cylinder 120 is arranged in the middle of the housing 110 along the axial direction of the housing 110, and one end of the cylinder 120 is fixedly connected to the end of the bearing hole near the interior of the housing 110. One end of the rotor 400 is rotatably inserted into the cylinder 120 and connected to the bearing in the bearing hole. The oil slingering plate 140 is fixedly sleeved on the outer periphery of the middle part of the rotor 400 around the axial direction of the rotor 400, so that the rotor 400 can drive the oil slingering plate 140 to rotate together. The seal 130 is arranged between the outer periphery of the other end of the rotor 400 and the inner wall of the housing 110 in the radial direction. The side wall of the seal 130 away from the bearing hole and the side wall of the housing 110 away from the bearing hole enclose a high-pressure cavity. An oil mist chamber is formed by the outer wall of the cylinder 120 , the outer wall of the oil-slinging pan 140 , the side wall of the seal 130 close to the bearing hole, and the side wall of the housing 110 close to the bearing hole.

[0054] Furthermore, there is a gap between the seal 130 and the cylinder 120 , and the oil-slinging pan 140 can be just embedded in the gap between the seal 130 and the cylinder 120 , thereby ensuring the stability of the rotation of the rotor 400 .

[0055] Furthermore, the seal 130 includes a rotating seal member and a fixed seal member. The rotating seal member is fixedly mounted on the outer circumference of the end of the rotor 400 away from the bearing hole and can rotate with the rotor 400. The fixed seal member is fixedly mounted on the radial inner wall of the housing 110 around the axial direction of the housing 110. The rotating seal member and the fixed seal member are arranged opposite each other, and there is a gap between the two facing each other. When the rotating seal member rotates relative to the fixed seal member, a throttling effect is generated, thereby preventing lubricating oil leakage in the oil mist chamber. This achieves a sealing effect without affecting the rotation of the rotor 400.

[0056] Furthermore, the sealing rotating member and the sealing fixed member cooperate with each other to form a floating ring sealing structure.

[0057] Furthermore, an air inlet is provided on the upper portion of the side wall of the housing 110 away from the bearing hole, and an air outlet is provided on the lower portion of the side wall of the housing 110 away from the bearing hole, so that gas can be introduced and discharged.

[0058] In some specific embodiments of the present invention, a shaft end seal assembly 150 is provided between the cylinder 120 and the bearing hole. The shaft end seal assembly 150 is sleeved on the outer periphery of the connection between the cylinder 120 and the bearing hole to prevent lubricating oil leakage and ensure the test effect.

[0059] Further, refer to Figure 3 The shaft end seal assembly 150 has a three-stage tooth gap 151 and a two-stage expansion cavity 152 structure. The inner side of the shaft end seal assembly 150 includes three tooth gaps 151 arranged in sequence. Each tooth gap 151 abuts the outer wall of the cylinder 120. In addition, each two adjacent tooth gaps 151 enclose an expansion cavity 152, so that the three tooth gaps 151 can form two expansion cavities 152. When lubricating oil leaks, because one end of the tooth gap 151 of the shaft end seal assembly 150 is the high-pressure side and the other end is the low-pressure side, the gas passing through the tooth gap 151 will cause a pressure drop, resulting in an increase in flow velocity and kinetic energy, converting the pressure potential energy into kinetic energy. Then, through the expansion cavity 152 of the shaft end seal assembly 150, according to the formula pV=nRT, where p is pressure, V is gas volume, T is temperature, n is the amount of gas, and R is the molar gas constant, when the gas enters the expansion cavity 152, P decreases, V increases, n decreases, and R remains unchanged, which causes T to increase. This converts the kinetic energy of the fluid into thermal energy. This effectively reduces the pressure energy of the gas flowing through, thereby preventing oil leakage.

[0060] Furthermore, a first pressure sensor 117 is inserted and connected to one side of the housing 110 close to the oil mist chamber, so as to detect the pressure data in the oil mist chamber, thereby facilitating adaptive adjustment of the negative pressure pumping performance of the pressure unit 300 .

[0061] Furthermore, a first temperature sensor 116 is inserted and connected to one side of the housing 110 close to the oil mist chamber, so as to detect the temperature data in the oil mist chamber, thereby facilitating adaptive adjustment of the performance of the lubricating oil output by the lubricating portion 200 .

[0062] Furthermore, a second pressure sensor 119 is inserted and connected to one side of the housing 110 close to the high-pressure chamber, so as to detect the pressure data in the high-pressure chamber and thus facilitate adaptive adjustment of the pressure of the input gas.

[0063] Furthermore, a second temperature sensor 118 is inserted and connected to one side of the housing 110 close to the high-pressure chamber, so as to detect the temperature data in the high-pressure chamber and thus facilitate adaptive adjustment of the temperature of the input gas.

[0064] In some specific embodiments of the present invention, referring to Figure 4 The lubrication unit 200 includes an oil source 210 and a heater 230. The oil source 210 stores lubricating oil. The output of the oil source 210 is connected to the input of the heater 230 via an oil pump 220. This allows the lubricating oil stored in the oil source 210 to be transported to the heater 230 for heating. The heater 230 heats the lubricating oil to a second predetermined temperature. The output of the heater 230 communicates with the oil mist chamber, allowing the heater 230 to deliver the lubricating oil, heated to the second predetermined temperature, into the oil mist chamber.

[0065] Furthermore, a flow meter 250 is provided between the oil supply pump 220 and the heater 230 , and the flow rate of the lubricating oil output from the oil source 210 can be detected by the flow meter 250 to facilitate testing.

[0066] Further, refer to Figure 2 An oil spray pipe 114 is inserted into the outer wall of the shell 110. One end of the oil spray pipe 114 is connected to the output end of the heater 230, and the other end is arranged toward the oil-slinging plate 140, so as to facilitate the contact between the lubricating oil and the oil-slinging plate 140 and facilitate the generation of oil mist.

[0067] Furthermore, the output end of the heater 230 is connected to the fuel injection pipe 114 via a first hose 232 provided with a first quick connector 231 , which facilitates connection.

[0068] In some specific embodiments of the present invention, referring to Figure 2 The housing 110 is provided with an oil inlet passage 111 and an oil outlet passage 112, each connected to the bearing hole. The output end of the oil source 210 is connected to the oil inlet passage 111 via an oil pump 220, thereby cooling the bearing cavity by discharging lubricating oil. Specifically, the oil inlet passage 111 is provided on one side of the housing 110, one end of which is connected to the bearing hole. The oil outlet passage 112 is provided on the other side of the housing 110, one end of which is connected to the bearing hole. The other end of the oil inlet passage 111 is also connected to the output end of the oil source 210 via the oil pump 220. The oil source 210, under the action of the oil pump 220, can deliver cooler lubricating oil, which has not been heated by the heater 230, into the oil inlet passage 111. This cooler lubricating oil then reaches the bearing cavity formed by the bearing hole, cooling the bearing and rotor 400, thereby increasing the lifespan of the bearing and rotor 400. After the cooling process, the lubricating oil flows to the oil outlet passage 112 and is discharged.

[0069] In some specific embodiments of the present invention, referring to Figure 2 An oil guide channel 113 is provided on the side of the oil mist chamber, connecting to the oil outlet channel 112. This allows condensed lubricating oil to be discharged from the oil mist chamber. Specifically, one end of oil guide channel 113 is located on the inner wall of housing 110 and connects to the oil mist chamber, while the other end connects to the oil outlet channel 112. When oil mist condenses on the inner wall of housing 110, the condensed lubricating oil can flow through oil guide channel 113 to the oil outlet channel 112, where it is then discharged.

[0070] Furthermore, one end of the oil guide passage 113 close to the oil mist chamber is opened on the lower side wall of the housing 110 in the radial direction to facilitate the discharge of lubricating oil.

[0071] Furthermore, a groove is opened on the radial side wall of the shell 110 around the axial direction of the shell 110, and the oil guide channel 113 is opened at the bottom of the groove near one end of the oil mist chamber. The groove can collect the lubricating oil condensed on the side wall of the shell 110 to facilitate the discharge of the lubricating oil.

[0072] In some specific embodiments of the present invention, referring to Figure 2 The end of oil outlet passage 112, away from the bearing cavity, is connected to the input end of oil source 210, allowing for reuse of discharged lubricating oil. Discharged lubricating oil can flow along oil outlet passage 112 to the input end of oil source 210 for reuse, thus conserving resources. An oil filter 240 is located between oil source 210 and heater 230. This filter filters the lubricating oil, ensuring its reuse and preventing impurities in the oil from affecting test results.

[0073] In some specific embodiments of the present invention, referring to Figure 5 The pressure section 300 includes a vacuum pump 310 and a regulating valve 320. The working end of the vacuum pump 310 is connected to the oil mist chamber, and the vacuum pump 310 can be used to pump negative pressure into the oil mist chamber. The regulating valve 320 is disposed between the vacuum pump 310 and the oil mist chamber. The regulating valve 320 connects the oil mist chamber to the outside world, thereby indirectly adjusting the vacuum pump 310's ability to pump negative pressure into the oil mist chamber. This makes it easier to pump the oil mist chamber to a slightly negative pressure state, making the simulated operating conditions closer to the actual operating conditions of the aircraft engine and improving the accuracy of the test.

[0074] In some specific embodiments of the present invention, referring to Figure 5 The pressure section 300 also includes a buffer tank 330. The working end of the vacuum pump 310 is connected to the oil mist chamber through the buffer tank 330. Because a large amount of oil mist exists in the oil mist chamber, some of the oil mist in the oil mist chamber will inevitably be extracted during the process of negatively pressurizing the oil mist chamber. Therefore, the buffer tank 330, which is located between the oil mist chamber and the vacuum pump 310, can store some of the extracted oil mist, thereby preventing the extracted oil mist from affecting the normal operation of the vacuum pump 310. The regulating valve 320 is connected to the buffer tank 330. The regulating valve 320 can be used to adjust the opening of the connection between the buffer tank 330 and the outside world, thereby indirectly adjusting the vacuum pump 310's ability to draw negative pressure into the oil mist chamber. The structural arrangement is flexible and simple, making it easy to operate.

[0075] Furthermore, a third pressure sensor 340 is connected to one side of the buffer tank 330 , and the pressure in the buffer tank 330 can be detected by the third pressure sensor 340 , thereby facilitating adaptive adjustment of the negative pressure extraction performance of the vacuum pump 310 .

[0076] Further, refer to Figure 2A suction and pressure pipe 115 is inserted on the outer wall of the shell 110. One end of the suction and pressure pipe 115 is connected to the buffer tank 330, and the other end is inserted into the oil mist chamber, so as to facilitate connection and fixation.

[0077] Furthermore, the buffer tank 330 is connected to the pressure-reducing pipe 115 via a second hose 332 provided with a second quick connector 331 , which facilitates connection.

[0078] In some specific embodiments of the present invention, referring to Figure 2 The output end of the buffer tank 330 is connected to the input end of the oil source 210 of the lubrication part 200. During the process of pumping negative pressure, part of the oil mist that is extracted together condenses into lubricating oil after reaching the buffer tank 330. The condensed lubricating oil can reach the input end of the oil source 210 through the output end of the buffer tank 330, thereby realizing the reuse of lubricating oil and improving resource utilization.

[0079] Further, refer to Figure 5 A ball valve 350 is provided at the output end of the buffer tank 330, which can control the buffer tank 330 to discharge lubricating oil to the oil source 210. Under normal circumstances, the ball valve 350 will be opened only when the condensed lubricating oil stored in the buffer tank 330 reaches a certain amount, thereby ensuring the stability of lubricating oil reuse.

[0080] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. An engine operating condition simulation test device, characterized in that: include: A simulation part (100), wherein a bearing cavity for the rotor (400) to rotate is provided in the simulation part (100); A high-pressure chamber adjacent to the bearing chamber is provided in the simulation part (100), and gas at a first preset temperature is introduced into the high-pressure chamber to adjust the temperature and pressure of the high-pressure chamber; An oil mist chamber surrounding the bearing chamber is provided in the simulation part (100); An oil-slinging plate (140) capable of rotating together with the rotor (400) is provided in the oil mist chamber; a lubricating portion (200), wherein an output end of the lubricating portion (200) is in communication with one side of the oil mist chamber, so that the lubricating portion (200) can deliver lubricating oil of a second preset temperature into the oil mist chamber; The oil-slinging pan (140) can decompose the lubricating oil into oil mist; A pressure part (300), wherein a working end of the pressure part (300) is communicated with the other side of the oil mist chamber, so that the pressure part (300) can draw negative pressure into the oil mist chamber.

2. The engine operating condition simulation test device according to claim 1, characterized in that: The simulation unit (100) includes: A housing (110), wherein a bearing hole capable of accommodating a bearing is provided on one axial side of the housing (110), so that the bearing hole forms the bearing cavity; a cylinder (120), the cylinder (120) being arranged in the housing (110) along the axial direction of the housing (110), and one end of the cylinder (120) being connected to the bearing hole; One end of the rotor (400) is rotatably disposed in the cylinder (120) and connected to the bearing; The oil-slinging pan (140) is arranged in the middle of the rotor (400); a sealing member (130), the sealing member (130) being disposed between the other end of the rotor (400) and the inner wall of the housing (110); The side wall of the sealing member (130) away from the bearing hole and the side wall of the housing (110) away from the bearing hole together enclose the high-pressure chamber; The outer wall of the cylinder (120), the outer wall of the oil-slinging plate (140), the side wall of the sealing member (130) close to the bearing hole, and the side wall of the housing (110) close to the bearing hole together form the oil mist chamber.

3. The engine operating condition simulation test device according to claim 2, characterized in that: A shaft end sealing assembly (150) is provided between the cylinder (120) and the bearing hole; The shaft end sealing assembly (150) has a three-stage tooth gap (151) and a two-stage expansion cavity (152) structure.

4. The engine operating condition simulation test device according to claim 2, characterized in that: The lubricating portion (200) comprises: an oil source (210), wherein the oil source (210) is used to store lubricating oil; A heater (230), wherein the output end of the oil source (210) is connected to the input end of the heater (230) via an oil supply pump (220), and the lubricating oil can be heated to a second preset temperature by the heater (230); The output end of the heater (230) is in communication with the oil mist chamber.

5. The engine operating condition simulation test device according to claim 4, characterized in that: The housing (110) is provided with an oil inlet passage (111) and an oil outlet passage (112) respectively connected to the bearing holes; The output end of the oil source (210) is also connected to the oil inlet passage (111) via an oil supply pump (220) so as to cool the bearing cavity by outputting lubricating oil.

6. The engine operating condition simulation test device according to claim 5, characterized in that: An oil guide channel (113) communicating with an oil outlet channel (112) is provided on the side of the oil mist chamber so that condensed lubricating oil can be discharged from the oil mist chamber.

7. The engine operating condition simulation test device according to claim 5, characterized in that: The oil outlet passage (112) is connected to the input end of the oil source (210) so as to enable reuse of the discharged lubricating oil; An oil filter (240) is provided between the oil source (210) and the heater (230) to filter the lubricating oil.

8. The engine operating condition simulation test device according to claim 2, characterized in that: The pressure part (300) includes: a vacuum pump (310), wherein a working end of the vacuum pump (310) is in communication with the oil mist chamber to apply negative pressure to the oil mist chamber; A regulating valve (320) is provided between the vacuum pump (310) and the oil mist chamber, and the pressure of the oil mist chamber can be adjusted to a slight negative pressure through the regulating valve (320).

9. The engine operating condition simulation test device according to claim 8, characterized in that: The pressure part (300) further includes: a buffer tank (330), wherein the working end of the vacuum pump (310) is connected to the oil mist chamber through the buffer tank (330), so that part of the oil mist can be stored in the buffer tank (330); The regulating valve (320) is connected to the buffer tank (330).

10. The engine operating condition simulation test device according to claim 9, characterized in that: The output end of the buffer tank (330) is connected to the input end of the lubrication unit (200) so that the extracted lubricating oil can be reused.

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