An air system and method of simulation of an aeroengine seal

Abstract

The application provides an air system for simulating the sealing of an aero-engine, and belongs to the technical field of sealing systems. The air system comprises a test adapter, wherein the test adapter is a sealing container, a plurality of chambers are arranged in the test adapter, the chambers are sequentially arranged, two adjacent chambers are communicated, a test piece is arranged in the test adapter, the test piece is arranged at the communication position of the two adjacent chambers, and a gas flow path is arranged on each chamber and communicated with the chamber. The temperature and pressure of different chambers are controlled through different gas flow paths, so that the sealing performance of the test piece under different actual working conditions is simulated. The actual pressure of the test chamber can be independently controlled through three gas flow paths, the actual working condition of the sealing piece in the aero-engine can be simulated, and the problem that the sealing performance is inaccurate due to the simulation of the actual working condition through a pressure difference at the present stage is solved.

Description

TECHNICAL FIELD

[0001] The present application belongs to the sealing system, and particularly relates to an air system and a simulation method for simulating the sealing of an aero-engine. BACKGROUND

[0002] The main dynamic sealing of an aero-engine mainly includes bearing cavity sealing, gas flow path sealing and shaft end sealing, wherein the bearing cavity sealing and the gas flow path sealing have relatively severe temperature working conditions, and the sealing temperature of part of the sealing devices can reach 500 DEG C or above. The main function of the bearing cavity sealing is to prevent high-temperature air from entering the bearing cavity, and the main function of the gas flow path sealing is to throttle between stages and prevent high-pressure side air or gas from flowing to the low-pressure side. Nowadays, a single high-temperature air inlet and air outlet mode is adopted for the sealing tester to exchange heat with the test adapter, so as to establish a high-temperature working condition environment. When simulating the engine working condition, a pressure difference control method is often used for the test due to the single gas flow path. That is, the low-pressure side is set as a normal pressure, and the high-pressure side pressure and temperature environment is established by means of air inlet and air outlet. SUMMARY

[0003] In view of the above problems, the present application provides an air system for simulating the sealing of an aero-engine, comprising:

[0004] A test adapter, which is a sealing container, and a plurality of chambers are arranged in the test adapter in sequence, and two adjacent chambers are communicated;

[0005] A test piece, which is installed in the test adapter, and the test piece is installed at the communication position of two adjacent chambers;

[0006] A gas flow path, which is communicated with each chamber;

[0007] Wherein, the temperature and pressure of different chambers are controlled by different gas flow paths, so as to realize the sealing simulation of the test piece under different actual working conditions.

[0008] Further, the chambers include a first chamber, a second chamber and a third chamber;

[0009] The first chamber and the second chamber are communicated through a first gap, and a test piece is installed in the second chamber and close to the first gap;

[0010] The second chamber and the third chamber are communicated through a second gap, and a test piece is installed in the second chamber and close to the second gap.

[0011] Further, the gas flow path includes a first gas flow path, and the first gas flow path is communicated with the first chamber;

[0012] The first gas flow path comprises a first gas inlet branch and a first gas outlet branch.

[0013] Further, an inlet end of the first gas inlet branch is connected to a gas source, and an outlet end of the first gas inlet branch is connected to the first chamber.

[0014] The first gas inlet branch is sequentially provided with a first filter, a first pressure stabilizing valve, a first electric regulating valve, a first gas inlet solenoid valve, a first gas inlet flow meter, and a first heater from an inlet end to an outlet end.

[0015] Further, a second heater is further provided on the first gas inlet branch, and the second heater is located between the outlet end of the first gas inlet branch and the first heater.

[0016] Further, the first gas flow path further comprises a first gas inlet bypass branch,

[0017] An inlet end of the first gas inlet bypass branch is connected to an outlet end of the first electric regulating valve, and an outlet end of the first gas inlet bypass branch is connected to an inlet end of the first heater.

[0018] A first gas inlet bypass solenoid valve is provided on the first gas inlet bypass branch.

[0019] Further, a first cooling branch is provided on the first gas inlet branch, an inlet end of the first cooling branch is connected to the first gas inlet branch, and the inlet end of the first cooling branch is located at an outlet end of the first heater and / or an outlet end of the second heater.

[0020] The first cooling branch is sequentially provided with a first bypass cooler and a first bypass solenoid valve from the inlet end to the outlet end.

[0021] Further, the first gas outlet branch is sequentially provided with a first cooler, a first exhaust main branch solenoid valve, a first exhaust flow meter, and a fourth electric regulating valve from an inlet end to an outlet end.

[0022] Further, a first gas outlet bypass branch is provided on the first gas outlet branch, an inlet end of the first gas outlet bypass branch is connected to an inlet end of the first exhaust main branch solenoid valve, and an outlet end of the first gas outlet bypass branch is connected to an outlet end of the first exhaust flow meter.

[0023] Further, a first temperature sensor and a first pressure sensor are provided on the first chamber.

[0024] Further, the gas flow path further comprises a second gas flow path, and the second gas flow path is connected to a second chamber.

[0025] The second gas flow path comprises a second gas inlet branch and a second gas outlet branch.

[0026] Further, the inlet end of the second gas inlet branch is connected to the gas source, and the outlet end of the second gas inlet branch is connected to the second chamber;

[0027] The second gas inlet branch is sequentially provided with a second filter, a second pressure stabilizing valve, a second electric regulating valve, a second gas inlet main electromagnetic valve, a second gas flow meter, and a third heater from the inlet to the outlet.

[0028] Further, the second gas flow path further comprises a second gas inlet bypass branch;

[0029] The inlet of the second gas inlet bypass branch is connected to the inlet of the second gas inlet main electromagnetic valve, the outlet of the second gas inlet bypass branch is connected to the outlet of the second gas flow meter, and a second gas inlet bypass electromagnetic valve is arranged on the second gas inlet bypass branch.

[0030] Further, a second cooling branch is arranged on the second gas inlet branch, the inlet end of the second cooling branch is connected to the second gas inlet branch, and the inlet of the second cooling branch is located at the outlet end of the third heater.

[0031] The second cooling branch is sequentially provided with a second bypass cooler and a second bypass electromagnetic valve from the inlet to the outlet.

[0032] Further, the second gas outlet branch is sequentially provided with a second exhaust cooler, a second exhaust main electromagnetic valve, a second exhaust flow meter, and a fifth electric regulating valve from the inlet to the outlet.

[0033] Further, a second gas outlet bypass branch is arranged on the second gas outlet branch, the inlet of the second gas outlet bypass branch is connected to the inlet of the second exhaust main electromagnetic valve,

[0034] The outlet of the second gas outlet bypass branch is connected to the outlet of the second exhaust flow meter.

[0035] Further, a second temperature sensor and a second pressure sensor are arranged on the second chamber.

[0036] Further, the gas flow path comprises a third gas flow path; the third gas flow path is connected to the third chamber;

[0037] The third gas flow path comprises a third gas inlet branch,

[0038] The inlet of the third gas inlet branch is connected to the gas source, and the outlet of the third gas inlet branch is connected to the third chamber;

[0039] The third gas inlet branch is sequentially provided with a third filter, a third pressure stabilizing valve, and a third electric regulating valve from the inlet to the outlet.

[0040] A method for simulating the sealed air system of an aircraft engine, using the aforementioned system, is characterized by comprising the following steps:

[0041] Place the test specimen at the connection between the two chambers being tested.

[0042] According to the set test temperature, the gas flow path of each chamber used for testing is heated.

[0043] Once the test chamber reaches the set temperature, the corresponding flow meter is turned on to measure the inlet and outlet air flow rates.

[0044] The inlet and outlet flow rates of the metering flow meter are counted, and the sealing leakage of the test piece at this test temperature is calculated.

[0045] Furthermore, the inlet and outlet flow rates of the metering flow meter are counted, and the sealing leakage of the test piece at this test temperature is calculated, including the following steps:

[0046] Record the measured value of the first inlet flow meter in the first gas flow path as W. 11 The first exhaust flow meter measured a value of W. 12 ,

[0047] The measured value of the second inlet flow meter in the second gas flow path is W. 21 The second exhaust flow meter measured a value of W. 22 The formula for calculating the air flow rate W from the first chamber to the third chamber under stable pressure and temperature conditions;

[0048] W = W 21 +(W 11 -W 12 )-W 22 .

[0049] Beneficial effects:

[0050] 1. The actual pressure of the test chamber of the present invention can be independently controlled by three gas flow paths, which can realistically simulate the actual working conditions of the seals in the aero-engine and effectively solve the problem of inaccurate sealing performance caused by simulating actual working conditions by pressure difference at the present stage.

[0051] 2. In order to achieve rapid heating and cooling of the test apparatus and improve test efficiency, this invention sets up independent bypass pipelines in the heating inlet and outlet flow paths. When the test apparatus is heated or cooled, the pipeline containing the mass flow meter is closed and the bypass is opened, which can achieve rapid heating or cooling test effect by realizing large-flow gas heat exchange.

[0052] 3. The present invention sets up high-flow-rate bypass pipes in the inlet and outlet flow paths, which effectively reduces the heating and cooling time of the tester.

[0053] Additional features and advantages of the present application will be set forth in the description that follows, and in part will be apparent from the description, or can be learned by practice of the application. The objectives and other advantages of the present application will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings. BRIEF DESCRIPTION OF DRAWINGS

[0054] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings described below are some embodiments of the present application, and for those skilled in the field, other drawings can also be obtained from these drawings without creative labor.

[0055] Figure 1 A schematic diagram of an air system simulating an aero-engine seal in an embodiment of the present application is shown;

[0056] Figure 2 A schematic diagram of a first gas flow path in an embodiment of the present application is shown.

[0057] Figure 3 A schematic diagram of a second gas flow path in an embodiment of the present application is shown.

[0058] Figure 4 A schematic diagram of a third gas flow path in an embodiment of the present application is shown.

[0059] In the drawings, 1, test adapter; 2, test piece; 3, chamber; 31, first chamber; 32, second chamber; 33, third chamber; 100, gas flow path;

[0060] 10, first gas flow path; 101, first filter; 102, first pressure stabilizing valve; 103, first electrically controlled regulating valve; 104, first inlet gas bypass solenoid valve; 105, first inlet gas flow meter; 106, first heater; 107, first cooler; 108, first bypass solenoid valve; 109, first temperature sensor; 110, first pressure sensor; 111, first cooler; 112, second heater; 113, first exhaust main solenoid valve; 114, first exhaust bypass solenoid valve; 115, first exhaust flow meter; 116, first inlet gas solenoid valve; 117, first inlet gas branch; 118, first outlet gas branch; 119, first inlet gas bypass branch; 120, first outlet gas bypass branch; 121, first cooling branch; 122, fourth electrically controlled regulating valve;

[0061] 20, second gas flow path; 201, second filter; 202, second pressure stabilizing valve; 203, second electric regulating valve; 204, second intake bypass solenoid valve; 205, second intake flow meter; 206, third heater; 207, second bypass solenoid valve; 208, second bypass cooler; 209, second temperature sensor; 210, second pressure sensor; 211, second exhaust cooler; 212, second exhaust main path solenoid valve; 213, second exhaust bypass solenoid valve; 214, second exhaust flow meter; 215, second intake main path solenoid valve; 216, second intake branch path; 217, second exhaust branch path; 218, second intake bypass branch path; 219, second exhaust bypass branch path; 220, second cooling branch path; 221, fifth electric regulating valve;

[0062] 30, third gas flow path; 301, third filter; 302, third pressure stabilizing valve; 303, third electric regulating valve; 304, third pressure sensor; 305, third intake branch path. DETAILED DESCRIPTION

[0063] In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0064] Embodiment one,

[0065] As Figure 1 shown, Figure 1 A schematic diagram of an air system for simulating the sealing of an aero-engine is shown in the embodiments of the present application. Referring to Figure 1 , an air system for simulating the sealing of an aero-engine and a simulation method, comprising:

[0066] Test adapter 1, the test adapter 1 is a sealed container, and a plurality of chambers 3 are arranged inside the test adapter 1; the plurality of chambers 3 are arranged in sequence, and adjacent two chambers 3 are communicated;

[0067] Test piece 2, the test piece 2 is installed inside the test adapter 1; and the test piece 2 is installed at the communication position of the adjacent two chambers 3;

[0068] Gas flow path 100, the gas flow path 100 is communicated with each chamber 3.

[0069] Among them, the temperature and pressure of different chambers 3 are controlled by different gas flow paths 100, so as to realize the simulation of the sealing performance of the test piece 2 under different actual working conditions.

[0070] The chamber 3 comprises a first chamber 31, a second chamber 32 and a third chamber 33;

[0071] The first chamber 31 and the second chamber 32 are communicated through a first gap, and the test piece 2 is installed inside the second chamber 32 and close to the first gap;

[0072] The second chamber 32 and the third chamber 33 are communicated through a second gap, and the test piece 2 is installed inside the second chamber 32 and close to the second gap.

[0073] As shown in Figure 2 , Figure 2 A schematic diagram of the first gas flow path 10 in the embodiment of the application is shown. Referring to Figure 2 , the gas flow path 100 comprises the first gas flow path 10, and the chamber 3 is the first chamber 31; the first gas flow path 10 is communicated with the first chamber 31;

[0074] The first gas flow path 10 comprises a first air inlet branch 117;

[0075] The inlet end of the first air inlet branch 117 is communicated with the gas source, and the outlet end of the first air inlet branch 117 is communicated with the first chamber 31;

[0076] The inlet end to the outlet end of the first air inlet branch 117 is sequentially provided with a first filter 101, a first pressure stabilizing valve 102, a first electrically controlled regulating valve 103, a first air inlet solenoid valve 116, a first air inlet flow meter 105 and a first heater 106.

[0077] Specifically, the first filter 101 can filter water vapor and impurities in the air to obtain relatively pure air. The first pressure stabilizing valve 102 controls the air inlet pressure, the first electrically controlled regulating valve 103 adjusts the air inlet / outlet pressure and flow, the first air inlet flow meter 105 measures the mass flow of the air in the flow path, and the first heater 106 heats the air initially entering the heater.

[0078] In the above embodiment, optionally, another embodiment is that a second heater 112 is further provided on the first air inlet branch 117, and the second heater 112 is located between the outlet end of the first air inlet branch 117 and the first heater 106.

[0079] Specifically, the second heater 112 re-heats the temperature of the air outlet of the first heater 106. The first gas flow path 10 adopts a mode of two heaters in series and independent control to increase the air inlet temperature to 600℃ (i.e. the temperature of the first chamber 31 can reach 600℃ at most), and the maximum test pressure can reach 2.0MPa; the first chamber 31 is a high-temperature experimental chamber.

[0080] In the embodiment, the first gas flow path 10 further comprises a first inlet gas bypass branch 119,

[0081] The inlet end of the first inlet gas bypass branch 119 is connected to the outlet end of the first electric regulating valve 103, and the outlet end of the first inlet gas bypass branch 119 is connected to the inlet end of the first heater 106.

[0082] The first inlet gas bypass electromagnetic valve 104 is arranged on the first inlet gas bypass branch 119.

[0083] In the embodiment, the first inlet gas branch 117 is provided with a first cooling branch 121, the inlet end of the first cooling branch 121 is connected to the first inlet gas branch 117, and the inlet end of the first cooling branch 121 is located at the outlet end of the first heater 106 and / or the outlet end of the second heater 112.

[0084] The first cooling branch 121 is sequentially provided with a first bypass cooler 107 and a first bypass electromagnetic valve 108 from the inlet end to the outlet end.

[0085] Specifically, the first bypass cooler 107 cools the high-temperature air passing through, and the first bypass electromagnetic valve 108 is used to open and close the first cooling branch 121. When it is necessary to quickly cool the corresponding first heater 106 or second heater 112, the first bypass electromagnetic valve 108 of the first cooling branch 121 at the outlet end is opened, then the first inlet electromagnetic valve 116 is closed, and the first inlet gas bypass electromagnetic valve 104 is opened, so that the corresponding heater can be quickly cooled.

[0086] In the above embodiment, optionally, another embodiment is that the first gas flow path 10 comprises a first outlet gas branch 118,

[0087] The first outlet gas branch 118 is sequentially provided with a first cooler 111, a first outlet gas main electromagnetic valve 113, a first outlet gas flow meter 115, and a fourth electric regulating valve 122 from the inlet end to the outlet end.

[0088] Preferably, the first outlet gas branch 118 is provided with a first outlet gas bypass branch 120, the inlet end of the first outlet gas bypass branch 120 is connected to the inlet end of the first outlet gas main electromagnetic valve 113, and the outlet end of the first outlet gas bypass branch 120 is connected to the outlet end of the first outlet gas flow meter 115.

[0089] Preferably, the first chamber 31 is provided with a first temperature sensor 109 and a first pressure sensor 110, the first temperature sensor 109 is located at the inlet end of the first inlet gas branch 117, and the first pressure sensor 110 is located between the second inlet gas branch 216 and the second outlet gas branch 217.

[0090] Specifically, the first temperature sensor 109 and the first pressure sensor 110 measure the temperature and pressure of the first chamber 31, respectively.

[0091] Working principle of the first gas flow path 10: After the source gas passes through the first filter 101 and the first pressure regulating valve 102, the pressure is stabilized to maintain a stable intake pressure. The gas flow rate is regulated by the first electric regulating valve 103. The air enters the first intake flow meter 105 to measure the intake flow rate. The gas enters the first heater 106 for heating. After heating, the gas passes through the second heater 112 and reaches the temperature specified for the test before entering the first chamber 31. The first chamber 31 has a maximum temperature of 600℃, making it a high-temperature chamber. The first pressure sensor 110 on the first chamber 31 controls the opening of the first electric regulating valve 103 through feedback regulation, thereby adjusting the test pressure. Part of the air entering the first chamber 31 leaks into the second chamber 32 through the seal, and part of it is cooled to room temperature by the first cooler 111 before entering the first exhaust flow meter 115. The leakage of the sealing device can be calculated by the difference between the two flow meters. When the test apparatus requires cooling, the first intake bypass solenoid valve 104 and the first exhaust bypass solenoid valve 114 are opened, while the first exhaust main solenoid valve 113 and the first intake solenoid valve 116 are closed, allowing the first chamber 31, the first heater 106, and the second heater 112 to cool rapidly. The leakage measurement method for the first gas flow path 10 is as follows: the intake flow rate on the first intake branch 117 is W. 11 The exhaust flow rate on the first exhaust branch 118 is W. 12 With the intake pressure constant, the difference between the two is the seal leakage W1 = W 11 -W 12 .

[0092] like Figure 3 As shown, Figure 3 A schematic diagram of the second gas flow path 20 in an embodiment of the present invention is shown. (See reference) Figure 3 The gas flow path 100 also includes a second gas flow path 20, and the chamber 3 is a second chamber 32; the second gas flow path 20 is connected to the second chamber 32;

[0093] The second gas flow path 20 includes a second intake branch 216;

[0094] The inlet end of the second air intake branch 216 is connected to the air source, and the outlet end of the second air intake branch 216 is connected to the second chamber 32.

[0095] The second intake branch 216 is provided with a second filter 201, a second pressure regulating valve 202, a second electric regulating valve 203, a second intake main solenoid valve 215, a second intake flow meter 205 and a third heater 206 in sequence from the inlet to the outlet.

[0096] Specifically, the second filter 201 can filter water vapor and impurities in the air to obtain relatively pure air. The second pressure stabilizing valve 202 controls the air inlet pressure, the second electric regulating valve 203 adjusts the air inlet / outlet pressure and flow, the second air inlet flow meter 205 measures the mass flow of the air in the flow path, and the third heater 206 heats the air initially entering the heater.

[0097] In the implementation of the present application, the second gas flow path 20 further comprises a second air inlet bypass branch 218.

[0098] The inlet of the second air inlet bypass branch 218 is connected to the inlet of the second air inlet main path electromagnetic valve 215, the outlet of the second air inlet bypass branch 218 is connected to the outlet of the second air inlet flow meter 205, and the second air inlet bypass electromagnetic valve 204 is arranged on the second air inlet bypass branch 218.

[0099] Preferably, the second air inlet branch 216 is provided with a second cooling branch 220, the inlet end of the second cooling branch 220 is connected to the second air inlet branch 216, and the inlet of the second cooling branch 220 is located at the outlet end of the third heater 206.

[0100] The second cooling branch 220 is sequentially provided with a second bypass cooler 208 and a second bypass electromagnetic valve 207 from the inlet to the outlet.

[0101] Specifically, the second cooling branch 220 cools the high-temperature air passing through, and the second bypass electromagnetic valve 207 is used to open and close the second cooling branch 220. When it is necessary to quickly cool the third heater 206, the second bypass electromagnetic valve 207 is opened, then the second air inlet main path electromagnetic valve 215 is closed, and the second air inlet bypass electromagnetic valve 204 is opened, so that the third heater 206 can be quickly cooled.

[0102] In the implementation of the present application, the second gas flow path 20 comprises a second air outlet branch 217,

[0103] The second air outlet branch 217 is sequentially provided with a second air outlet cooler 211, a second air outlet main path electromagnetic valve 212, a second air outlet flow meter 214, and a fifth electric regulating valve 221 from the inlet to the outlet.

[0104] Specifically, the second air outlet cooler 211 cools the high-temperature air passing through.

[0105] In the implementation of the present application, a second air outlet bypass branch 219 is arranged on the second air outlet branch 217, the inlet of the second air outlet bypass branch 219 is connected to the inlet of the second air outlet main path electromagnetic valve 212,

[0106] The outlet of the second air outlet bypass branch 219 is connected to the outlet of the second air outlet flow meter 214.

[0107] In the above embodiments, another optional implementation is that a second temperature sensor 209 and a second pressure sensor 210 are provided on the second chamber 32;

[0108] The second temperature sensor 209 is located at the outlet of the second intake branch 216;

[0109] The second pressure sensor 210 is located between the second intake branch 216 and the second exhaust branch 217.

[0110] Specifically, the second temperature sensor 209 and the second pressure sensor 210 measure the temperature and pressure at the current location, respectively.

[0111] Working principle of the second gas flow path 20: After the source gas passes through the second filter 201 and the second pressure regulating valve 202, the pressure is stabilized to maintain a stable intake pressure. The gas flow rate is regulated by the second electric regulating valve 203. The air enters the second intake flow meter 205 to measure the intake flow rate. The gas enters the third heater 206 for heating. The heated gas then enters the second chamber 32, which has a maximum temperature of 400℃ and is a medium-temperature chamber. The second pressure sensor 210 on the test chamber controls the opening of the second electric regulating valve 203 through feedback regulation, thereby adjusting the test pressure. Part of the air entering the second chamber 32 leaks into the third chamber 33 through the seal, and part of it is cooled to room temperature by the second exhaust cooler 211 before entering the second exhaust flow meter 214 on the exhaust pipe. When the test instrument needs cooling, the second intake bypass solenoid valve 204 and the second exhaust bypass solenoid valve 213 are opened to allow the test instrument and the third heater 206 to cool down quickly. Method for measuring leakage of the second gas flow path 20: The intake flow rate on the second intake branch 216 is W. 21 The exhaust flow rate on the second exhaust branch 217 is W. 22 With the intake pressure constant, the difference between the two is the seal leakage W2 = W 21 -W 22 .

[0112] like Figure 4 As shown, Figure 4 A schematic diagram of the third gas flow path 30 in an embodiment of the present invention is shown. (See reference) Figure 4 The gas flow path 100 also includes a third gas flow path 30, and the chamber 3 is a third chamber 33; the third gas flow path 30 is connected to the third chamber 33;

[0113] The third gas flow path 30 includes a third air intake branch 305, the inlet of which is connected to a gas source, and the outlet of which is connected to a third chamber 33. A third pressure sensor 304 is provided on the third chamber 33 to detect the pressure of the third chamber 33. The third air intake branch 305 is provided with a third filter 301, a third pressure regulating valve 302 and a third electric regulating valve 303 in sequence from the inlet to the outlet.

[0114] The working principle of the third gas flow path 30: After the source gas passes through the third filter 301 and the third pressure regulating valve 302, the pressure is stabilized to maintain a stable intake pressure. The flow rate is adjusted by the third electric regulating valve 303 through feedback regulation, thereby controlling the pressure of the test chamber. The third gas flow path 30 is a room temperature fluid pipeline, and the third chamber 33 is an ambient temperature chamber with a maximum test pressure of 0.8 MPa. The three gas flow paths in this invention can simulate gas environment conditions at room temperature, medium temperature, and high temperature, covering all operating conditions of current aero-engine dynamic sealing devices. The three gas flow paths can be used individually, or two or three can be used simultaneously. When setting the control interface, the gas flow path being used is illuminated on the operation interface. The control principle when all three flow paths are used simultaneously is as follows: Figure 1 As shown.

[0115] Implementation Method Two

[0116] A method for simulating the sealed air system of an aircraft engine, employing the aforementioned system, includes the following steps:

[0117] Place test piece 2 at the connection between the two test chambers 3.

[0118] According to the set test temperature, the different chambers 3 used for testing are heated through their corresponding gas flow paths 100;

[0119] Once the test chamber reaches the set temperature, the corresponding flow meter is turned on to measure the inlet and outlet air flow rates.

[0120] The inlet and outlet flow rates of the metering flow meter are counted, and the sealing leakage of test piece 2 is calculated at this test temperature.

[0121] Specifically, counting and calculating the sealing leakage of test piece 2 at this test temperature using the flow meter includes the following steps:

[0122] The first inlet flow meter 105 of the first gas flow path 10 records the measured value of W. 11 The first exhaust flow meter 115 measured a value of W. 12 ,

[0123] The second inlet flow meter 205 records the measured value of W in the second gas flow path 20.21 , the second exhaust flow meter 214 measures W 22 , the air flow W leaked from the first chamber 31 to the third chamber 33 under the condition of stable pressure and temperature;

[0124] W = W 21 + (W 11 -W 12 )-W 22 .

[0125] Main application condition: two-stage sealing test device, the two-stage sealing divides the test chamber into three independent chambers, wherein the high-pressure chamber can be the first chamber 31 and the second chamber 32, and the first chamber 31 and the second chamber 32 can be switched by the air inlet mode according to the different temperatures of the working condition. The temperature of the high-temperature chamber is not more than 600℃, the temperature of the low-temperature chamber is not more than 400℃, the mass flow meter on the inlet pipeline of the first gas flow path 10 measures W 11 , the mass flow on the exhaust pipeline is W 12 , the mass flow meter on the inlet pipeline of the second gas flow path 20 measures W 21 , the mass flow on the exhaust pipeline is W 22 , the air flow W leaked from the first chamber 31 to the third chamber 33 under the condition of stable pressure and temperature; 21 W = W 11 + (W 12 -W 22 .

[0126] Although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that the technical solutions recorded in the foregoing embodiments can still be modified, or some technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. An air system simulating the seal of an aircraft engine, characterized in that, include: The test transition section (1) is a sealed container, and multiple chambers (3) are provided inside the test transition section (1); the multiple chambers (3) are arranged in sequence, and two adjacent chambers (3) are connected; Test piece (2), the test piece (2) is installed inside the test transition section (1); and the test piece (2) is installed at the connection between two adjacent chambers (3); Gas flow path (100) is connected to each of the chambers (3); Among them, the temperature and pressure of different chambers (3) are controlled by different gas flow paths (100), thereby realizing the sealing performance of the simulated test piece (2) under different actual working conditions; The chamber (3) includes a first chamber (31), a second chamber (32) and a third chamber (33); The first chamber (31) and the second chamber (32) are connected by a first gap. The test piece (2) is installed inside the second chamber (32) and near the first gap. The second chamber (32) and the third chamber (33) are connected by a second gap. The test piece (2) is installed inside the second chamber (32) and near the second gap. The gas flow path (100) includes a first gas flow path (10); the first gas flow path (10) is connected to the first chamber (31); The first gas flow path (10) includes a first inlet branch (117) and a first outlet branch (118). The inlet end of the first air intake branch (117) is connected to the air source, and the outlet end of the first air intake branch (117) is connected to the first chamber (31); a first heater (106) is provided on the first air intake branch (117). The first gas flow path (10) also includes a first intake bypass branch (119). The inlet end of the first intake bypass branch (119) is connected to the outlet end of the first electric regulating valve (103), and the outlet end of the first intake bypass branch (119) is connected to the inlet end of the first heater (106). A first intake bypass solenoid valve (104) is provided on the first intake bypass branch (119).

2. The simulated air seal of an aircraft engine according to claim 1, characterized in that, The first intake branch (117) is provided with a first filter (101), a first pressure regulating valve (102), a first electric regulating valve (103), a first intake solenoid valve (116) and a first intake flow meter (105) from the inlet end to the outlet end.

3. The simulated aircraft engine sealed air system according to claim 2, characterized in that, The first intake branch (117) is also provided with a second heater (112), which is located between the outlet end of the first intake branch (117) and the first heater (106).

4. The simulated aircraft engine sealed air system according to claim 3, characterized in that, The first intake branch (117) is provided with a first cooling branch (121), the inlet end of the first cooling branch (121) is connected to the first intake branch (117), and the inlet of the first cooling branch (121) is located at the outlet end of the first heater (106) and / or the inlet end of the second heater (112); The first cooling branch (121) is provided with a first bypass cooler (107) and a first bypass solenoid valve (108) from the inlet to the outlet.

5. The simulated aircraft engine sealed air system according to claim 1, characterized in that, The first exhaust branch (118) is provided with a first cooler (111), a first exhaust main solenoid valve (113), a first exhaust flow meter (115) and a fourth electric regulating valve (122) in sequence from the inlet to the outlet.

6. The simulated air seal of an aircraft engine according to claim 5, characterized in that, A first exhaust bypass branch (120) is provided on the first exhaust branch (118). The inlet of the first exhaust bypass branch (120) is connected to the inlet of the first exhaust main solenoid valve (113), and the outlet of the first exhaust bypass branch (120) is connected to the outlet of the first exhaust flow meter (115).

7. The simulated aircraft engine sealed air system according to claim 6, characterized in that, A first temperature sensor (109) and a first pressure sensor (110) are provided on the first chamber (31).

8. The simulated aircraft engine sealed air system according to claim 1, characterized in that, The gas flow path (100) further includes a second gas flow path (20), which is connected to the second chamber (32); The second gas flow path (20) includes a second inlet branch (216) and a second outlet branch (217).

9. An air system simulating a sealed aircraft engine according to claim 8, characterized in that, The inlet end of the second air intake branch (216) is connected to the air source, and the outlet end of the second air intake branch (216) is connected to the second chamber (32); The second intake branch (216) is provided with a second filter (201), a second pressure regulating valve (202), a second electric regulating valve (203), a second intake main solenoid valve (215), a second intake flow meter (205) and a third heater (206) from the inlet to the outlet.

10. An air system simulating a sealed aircraft engine according to claim 9, characterized in that, The second gas flow path (20) also includes a second intake bypass branch (218); The inlet of the second intake bypass branch (218) is connected to the inlet of the second intake main solenoid valve (215), and the outlet of the second intake bypass branch (218) is connected to the outlet of the second intake flow meter (205). A second intake bypass solenoid valve (204) is provided on the second intake bypass branch (218).

11. The simulated aircraft engine sealed air system according to claim 10, characterized in that, The second intake branch (216) is provided with a second cooling branch (220), the inlet end of the second cooling branch (220) is connected to the second intake branch (216), and the inlet of the second cooling branch (220) is located at the outlet end of the third heater (206); The second cooling branch (220) is provided with a second bypass cooler (208) and a second bypass solenoid valve (207) from the inlet to the outlet.

12. The simulated aircraft engine sealed air system according to claim 8, characterized in that, The second exhaust branch (217) is provided with a second exhaust cooler (211), a second exhaust main solenoid valve (212), a second exhaust flow meter (214) and a fifth electric regulating valve (221) from the inlet to the outlet.

13. The simulated aircraft engine sealed air system according to claim 11, characterized in that, A second exhaust bypass branch (219) is provided on the second exhaust branch (217), and the inlet of the second exhaust bypass branch (219) is connected to the inlet of the second exhaust main solenoid valve (212). The outlet of the second exhaust bypass branch (219) is connected to the outlet of the second exhaust flow meter (214).

14. The simulated aircraft engine sealed air system according to claim 12, characterized in that, A second temperature sensor (209) and a second pressure sensor (210) are provided on the second chamber (32).

15. The simulated aircraft engine sealed air system according to claim 1, characterized in that, The gas flow path (100) includes a third gas flow path (30); the third gas flow path (30) is connected to the third chamber (33); The third gas flow path (30) includes a third intake branch (305). The inlet of the third air intake branch (305) is connected to the air source, and the outlet of the third air intake branch (305) is connected to the third chamber (33); The third intake branch (305) is provided with a third filter (301), a third pressure regulating valve (302) and a third electric regulating valve (303) in sequence from the inlet to the outlet.

16. A method for simulating the sealing of an aircraft engine air system, using the system described in any one of claims 1-15, characterized in that, Includes the following steps, Place the test piece (2) at the connection between the two test chambers (3). According to the set test temperature, the different chambers (3) used for testing are heated through their corresponding gas flow paths (100); After the test chamber (3) reaches the set temperature, the corresponding flow meter is turned on to measure the inlet flow rate and outlet flow rate; The inlet and outlet flow rates of the metering flow meter are counted and the sealing leakage of the test piece (2) is calculated at the test temperature.

17. The method for simulating an air system seal of an aircraft engine according to claim 16, characterized in that, The inlet and outlet flow rates of the metering flow meter are counted, and the sealing leakage of the test piece (2) at this test temperature is calculated, including the following steps: The measured value of the first inlet flow meter (105) of the first gas flow path (10) is recorded. The measured value of the first exhaust flow meter (115) is , The second inlet flow meter (205) records the measured value of the second gas flow path (20). The measured value of the second exhaust flow meter (214) is Under stable pressure and temperature conditions, the formula for calculating the air flow rate W from the first chamber (31) to the third chamber (33) is as follows: W= +( - )- 。

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