A high-altitude ignition test system for multiple combustion chambers

Abstract

The present invention relates to the technical field of ignition test equipment, and specifically proposes a multi-head combustion chamber high-altitude ignition test system, comprising: an air supply unit, a cooling unit, and a pumping unit; the air supply unit is used to output compressed air; the input end of the cooling unit is connected to the output end of the air supply unit; the first output end of the cooling unit is respectively connected to the input end and the output end of the test piece, for outputting cooled compressed air; the first output end of the cooling unit is provided with a two-stage cooling structure; the second output end of the cooling unit is respectively connected to the output end and the input end of the test piece, for outputting compressed air; the working end of the pumping unit is connected to the output end of the test piece, for pumping the output end of the test piece to a vacuum. The system can not only simulate an environment at an altitude of less than 9 kilometers, but also simulate an ultra-high altitude environment of 15 kilometers, thereby being able to adapt to the development speed of current aircraft engine technology and meet the needs of high-altitude ignition test verification of advanced aircraft engines.

Description

Technical Field

[0001] The invention belongs to the technical field of ignition test equipment, and in particular relates to a multi-head combustion chamber high-altitude ignition test system. Background Art

[0002] The ignition boundary range of an aircraft engine combustion chamber is directly related to the application range and level of advancement of the engine. During the development process of an aircraft engine, both ground ignition tests and high-altitude ignition tests are required. High-altitude ignition verification work can be carried out on ignition performance tests on test pieces such as aircraft engine complete machines (Technology Maturity Level 6), full-annular combustion chamber components (Technology Maturity Level 5), multi-head combustion chamber test pieces (Technology Maturity Level 4), and single-head combustion chambers (Technology Maturity Level 3). However, the cost and cycle of conducting ignition tests on complete machines and full-annular combustion chambers far exceed those of multi-head and single-head combustion chambers. In order to improve forward R&D capabilities and shorten R&D cycles, it is necessary to build more high-altitude ignition test benches for multi-head or single-head combustion chambers.

[0003] Compared with the whole-machine high-altitude test bench or the full-ring combustion chamber high-altitude ignition test bench, the multi-head or single-head combustion chamber high-altitude ignition test bench does not have an environmental simulation cabin to simplify the operation process, but it will make it difficult to meet the pressure and temperature environmental conditions. As a result, it can only simulate the altitude environment of 9 kilometers to 12 kilometers, and it is difficult to simulate the altitude environment beyond the range, especially the altitude environment above 12 kilometers. Therefore, it cannot adapt to the development speed of today's aviation engine technology, and thus limits the application scope of aviation engines.

[0004] Therefore, it is difficult for existing multi-head combustion chambers to directly simulate ultra-high altitude environments. Summary of the Invention

[0005] In view of the above problems, the present invention proposes a multi-head combustion chamber high-altitude ignition test system, comprising:

[0006] An air supply unit, configured to output compressed air;

[0007] a cooling unit, wherein an input end of the cooling unit is connected to an output end of the air supply unit;

[0008] The first output end of the cooling unit is connected to the input end and the output end of the test piece respectively, and is used to output cooled compressed air;

[0009] The first output end of the cooling unit is provided with a two-stage cooling structure;

[0010] The second output end of the cooling unit is connected to the output end and the input end of the test piece respectively for outputting compressed air;

[0011] A pumping and pressing part, wherein a working end of the pumping and pressing part is connected to the output end of the test piece and is used to pump the output end of the test piece to a vacuum.

[0012] In some specific embodiments, the cooling unit includes:

[0013] a first cooling pipeline, wherein an input end of the first cooling pipeline is connected to an output end of the air supply portion, and an output end of the first cooling pipeline is connected to an input end and an output end of the test piece, respectively, so that the output end of the first cooling pipeline forms a first output end of the cooling portion;

[0014] A second cooling pipeline, the input end of the second cooling pipeline is connected to the output end of the air supply part, and the output end of the second cooling pipeline is respectively connected to the input end and the output end of the test piece, so that the output end of the second cooling pipeline forms the second output end of the cooling part.

[0015] In some specific embodiments, the first cooling pipeline includes:

[0016] a first main cooling path, wherein an input end of the first main cooling path is connected to an output end of the air supply portion, and an output end of the first main cooling path is connected to an input end of the test piece;

[0017] a first cooling branch, wherein an input end of the first cooling branch is connected to an output end of the first cooling main circuit, and an output end of the first cooling branch is connected to an output end of the test piece;

[0018] The first main cooling circuit is provided with a pre-cooling device and a temperature-lowering device in sequence to form the two-stage cooling structure.

[0019] In some specific embodiments, the second cooling pipeline includes:

[0020] a second main cooling path, wherein an input end of the second main cooling path is connected to an output end of the air supply portion, and an output end of the second main cooling path is connected to an output end of the test piece;

[0021] A second cooling branch, wherein the input end of the second cooling branch is connected to the output end of the second cooling main circuit, and the output end of the second cooling branch is connected to the input end of the test piece.

[0022] In some specific embodiments, the pumping and pressing portion includes:

[0023] a first main exhaust path, wherein an input end of the first main exhaust path is connected to an output end of the test piece, and a vacuum pump is provided on the first main exhaust path;

[0024] a first exhaust branch, wherein an input end of the first exhaust branch is connected to the first exhaust main path;

[0025] When the vacuum pump is turned off, exhaust can be carried out through the first exhaust branch.

[0026] In some specific embodiments, the exhaust gas discharge end of the cooling device is connected to the input end of the first exhaust branch through a second exhaust branch;

[0027] The output end of the air supply portion is connected to the input end of the first exhaust branch through a third exhaust branch.

[0028] In some specific embodiments, the output end of the first cooling main path is connected to the second exhaust branch through a fourth exhaust branch.

[0029] In some specific embodiments, a cooling device for cooling fuel is provided on the third exhaust branch;

[0030] The output end of the first cooling main path is connected to the third exhaust branch through a fifth exhaust branch.

[0031] In some specific embodiments, the output end of the first exhaust main line and the output end of the first exhaust branch line are respectively connected to an exhaust muffler assembly.

[0032] In some specific embodiments, the air supply portion includes:

[0033] An air compressor and an air storage tank, wherein the output end of the air compressor is connected to the input end of the air storage tank, and the output end of the air storage tank forms the output end of the air supply part.

[0034] The multi-head combustion chamber high-altitude ignition test system of the present invention can provide compressed air to the test piece through the air supply part, and can provide cooled compressed air to the input end of the test piece and the output end of the test piece through the first output end of the cooling part. At the same time, the second output end of the cooling part can provide uncooled compressed air to the input end of the test piece and can provide uncooled compressed air to the output end of the test piece, thereby facilitating the control of the test temperature set for the test piece. The first output end of the cooling part is provided with a two-stage cooling structure to improve the cooling effect, and the test piece can be vacuumed through the vacuuming part, thereby not only being able to simulate an environment at an altitude of less than 9 kilometers, but also being able to simulate an environment at an altitude of 15 kilometers. It can adapt to the development speed of today's aviation engine technology and meet the needs of high-altitude ignition test verification of advanced aviation engines. Among them, first, based on the characteristics of the small flow rate of the multi-head combustion chamber, an air compressor is used to provide compressed air, and a vacuum pump is used to suck the test piece to form a low pressure. A pre-cooling device and a cooling device are combined to reduce the temperature to meet the low-temperature simulation conditions, thereby simulating the high-altitude ignition environment of the combustion chamber under the conditions of 15 kilometers. Secondly, compared with the full-ring test bench, the multi-head combustion chamber high-altitude ignition test system can use a smaller power device (1 / 10) to achieve the environmental simulation capability required for high-altitude ignition in a single test bench. At the same time, in order to prevent pressure fluctuations in state adjustment, multiple valves are used to achieve a weak correlation between pressure parameters during strong correlation pipeline adjustment, making the adjustment of the test state more stable and faster. Thirdly, compared with the existing technology, the adjustment of the state parameters such as the input flow, pressure, temperature, and output pressure of the test piece adopts two or more levels of adjustment (valves, inverters, etc.), making the state adjustment more precise. Fourth, to prevent the vacuum pump's input temperature from exceeding 50°C, preventing it from operating continuously, cooling structures such as cooling air and a cooler were employed to ensure the vacuum pump's input temperature remained below 40°C during testing. Fifth, an expansion cooler was used as a cooling device to cool the inlet air, and the excess cold air generated was used to cool the fuel, making the system more compact and energy-efficient. Finally, insulation materials were used to insulate the test piece, partially replacing the insulation provided by the environmental simulation chamber. This reduced the vacuum pump power requirements of this multi-head combustor high-altitude ignition test system, made it easier to get the test piece on and off the test platform, and made the test more efficient.

[0035] 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

[0036] 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.

[0037] Figure 1 A schematic diagram of a multi-head combustion chamber high-altitude ignition test system according to an embodiment of the present invention is shown;

[0038] Figure 2 A schematic diagram of an air supply unit in an embodiment of the present invention is shown;

[0039] Figure 3 A partial schematic diagram of a cooling unit in an embodiment of the present invention is shown;

[0040] Figure 4 A schematic diagram of a pumping and pressing portion in an embodiment of the present invention is shown;

[0041] Figure 5 Another partial schematic diagram of the cooling unit in the embodiment of the present invention is shown.

[0042] In the figure, 100, air supply unit; 110, air compressor; 120, air storage tank; 130, first filter; 140, dryer; 200, cooling unit; 210, first cooling pipeline; 211, first cooling main line; 2111, cooling device; 2112, pre-cooling device; 2113, second exhaust branch; 2114, fourth exhaust branch; 2115, fifth exhaust branch; 21151, cooling device; 2 12. First cooling branch; 213. Air bleed branch; 220. Second cooling pipeline; 221. Second main cooling line; 222. Second cooling branch; 230. Third exhaust branch; 300. Pumping unit; 310. First main exhaust line; 311. Vacuum pump; 312. Oil remover; 313. Cooler; 314. Pressure stabilizing cylinder; 315. Second filter; 316. Exhaust silencer assembly; 400. Test piece. DETAILED DESCRIPTION

[0043] 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.

[0044] Reference Figure 1The present invention provides a multi-head combustion chamber high-altitude ignition test system, comprising: an air supply unit 100, a cooling unit 200, and a pumping unit 300. The air supply unit 100 is used to output compressed air; the input end of the cooling unit 200 is connected to the output end of the air supply unit 100; the first output end of the cooling unit 200 is connected to the input end of the test piece 400 for outputting cooled compressed air; the first output end of the cooling unit 200 is also connected to the output end of the test piece 400 for outputting cooled compressed air; the second output end of the cooling unit 200 is connected to the output end of the test piece 400 for outputting compressed air; the second output end of the cooling unit 200 is also connected to the input end of the test piece 400 for outputting compressed air; the working end of the pumping unit 300 is connected to the output end of the test piece 400 for evacuating the output end of the test piece 400 to a vacuum. It solves the problems of high test equipment construction and maintenance costs caused by the high-power gas supply device and high-power exhaust device of the conventional high-altitude ignition test bench relying on the public gas source, and greatly improves the capacity range and test efficiency of the test bench.

[0045] Specifically, the air supply part 100 is connected to the test piece 400 through the cooling part 200. The cooling part 200 can cool the compressed air output by the air supply part 100, thereby adjusting the temperature of the test environment of the test piece 400. The test piece 400 is also connected to the vacuuming part 300. The vacuuming part 300 can vacuum the test piece 400, thereby adjusting the pressure of the test piece 400 and the pressure of the test environment of the test piece 400. Among them, the first output end of the cooling part 200 can be connected to the input end of the test piece 400, and the first output end of the cooling part 200 can cool the compressed air, thereby delivering the cooled compressed air to the test piece 400 to simulate the ambient temperature of 15 kilometers (when simulating the high-altitude environment of 15 kilometers, the input end pressure of the test piece is 11.5kPa (absolute pressure) and the temperature is -56.3°C.). At the same time, the vacuuming part 300 increases the vacuuming power of the test piece 400 to simulate the ambient pressure of 15 kilometers, thereby realizing the simulation of the altitude environment above 12 kilometers. Moreover, because the gas output by the test piece 400 will also be exposed to the external cold air in the actual high-altitude environment, the first output end of the cooling unit 200 is also connected to the output end of the test piece 400, so that the gas output by the test piece 400 can be cooled, thereby further simulating the ambient temperature above 12 kilometers, thereby ensuring the accuracy of the test. At the same time, the normal operation of the pumping unit 300 can be ensured by cooling the gas output by the test piece 400, thereby avoiding damage to the pumping unit 300. The second output end of the cooling unit 200 is connected to the input end of the test piece 400, and the second output end of the cooling unit 200 is also connected to the output end of the test piece 400. The compressed air output by the air supply unit 100 can be directly guided to the input end and output end of the test piece 400 through the second output end of the cooling unit 200, so that the uncooled compressed air output by the second output end of the cooling unit 200 can be mixed with the cooled compressed air output by the first output end of the cooling unit 200, thereby further adjusting the temperature of the compressed air delivered to the test piece 400, and then adjusting the ambient temperature of the test piece 400.Among them, when it is necessary to simulate the ground ignition situation, it is sufficient to deliver uncooled compressed air to the input and output ends of the test piece 400 through the second output end of the cooling unit 200. When it is necessary to simulate the ignition situation at an altitude of 15 kilometers, it is sufficient to deliver cooled compressed air to the input and output ends of the test piece 400 through the first output end of the cooling unit 200. When it is necessary to simulate the ignition situation at an altitude below 12 kilometers and not on the ground, compressed air is delivered to the input and output ends of the test piece 400 through the first output end and the second output end of the cooling unit 200, so that the cooled compressed air output from the first output end of the cooling unit 200 can be mixed with the uncooled compressed air output from the second output end of the cooling unit 200. By adjusting the output flow rates of the first output end and the second output end of the cooling unit 200 respectively, the ambient temperature of the test piece 400 can be accurately adjusted. It is convenient to control the test temperature set for the test piece 400, and the test piece 400 can be vacuumed through the vacuuming part 300, so that not only the altitude environment of less than 9 kilometers can be simulated, but also the altitude environment of 15 kilometers can be simulated. It can adapt to the development speed of today's aviation engine technology and meet the needs of high-altitude ignition test verification of advanced aviation engines.

[0046] In some specific embodiments of the present invention, referring to Figure 3 The cooling unit 200 includes: a first cooling pipeline 210 and a second cooling pipeline 220. The input end of the first cooling pipeline 210 is connected to the output end of the air supply unit 100, so that part of the compressed air output by the air supply unit 100 can reach the first cooling pipeline 210. The first cooling pipeline 210 can cool the received compressed air. The output end of the first cooling pipeline 210 is respectively connected to the input end and the output end of the test piece 400. The first output end of the cooling unit 200 is formed by the output end of the first cooling pipeline 210, so that the cooled compressed air can be delivered to the input end and the output end of the test piece 400. The input end of the second cooling line 220 is connected to the output end of the air supply unit 100, allowing another portion of the compressed air output by the air supply unit 100 to reach the second cooling line 220. The output end of the second cooling line 220 is respectively connected to the input and output ends of the test piece 400, so that the output end of the second cooling line 220 forms the second output end of the cooling unit 200. The uncooled compressed air output by the air supply unit 100 can be directly guided to the input and output ends of the test piece 400 through the second cooling line 220. This facilitates the control of the test temperature set for the test piece 400, and the vacuum unit 300 can be used to evacuate the test piece 400, thereby simulating not only an altitude environment of less than 9 kilometers, but also an altitude environment of 15 kilometers. This is compatible with the current development speed of aircraft engine technology and meets the requirements of high-altitude ignition test verification of advanced aircraft engines.

[0047] In some specific embodiments of the present invention, referring to Figure 3 The first cooling circuit 210 includes a first main cooling circuit 211 and a first branch cooling circuit 212. The input end of the first main cooling circuit 211 is connected to the output end of the air supply unit 100, and the output end of the first main cooling circuit 211 is connected to the input end of the test piece 400. The first main cooling circuit 211 is sequentially provided with a pre-cooling device 2112 and a temperature reduction device 2111. The pre-cooling device 2112 and the temperature reduction device 2111 cool the compressed air entering the first main cooling circuit 211, thereby providing cooled compressed air to the input end of the test piece 400, thereby changing the temperature environment at the input end of the test piece 400. The input end of the first cooling branch 212 is connected to the output end of the first main cooling circuit 211, allowing a portion of the compressed air cooled by the pre-cooling device 2112 and the temperature reduction device 2111 to reach the first cooling branch 212. The output end of the first cooling branch 212 is connected to the output end of the test piece 400, thereby directing a portion of the cooled compressed air passing through the first main cooling circuit 211 to the output end of the test piece 400, thereby facilitating the modification of the temperature environment at the output end of the test piece 400. Furthermore, the delivery of compressed air to the output end of the test piece 400 through the first cooling branch 212 can also adjust the pressure at the output end of the test piece 400 to match the simulated pressure environment of the test piece 400.

[0048] Pre-cooling device 2112 cools the compressed air using a refrigerant medium, operating continuously through a refrigeration cycle. Its operating principle is similar to that of an air conditioner, capable of cooling the compressed air to below 0°C. Cooling device 2111 is an expansion cooler. The compressed air flowing through it drives the turbine rotor to rotate, causing the compressed air to undergo adiabatic expansion in the flow path of cooling device 2111, converting its internal energy into mechanical energy, thereby achieving the purpose of cooling the compressed air. Cooling device 2111 can operate continuously, with no friction or lubrication in the circulation section, causing no gas contamination, and providing rapid cooling.

[0049] It should be noted that the cooling capacity of the cooling device 2111 is related to the pressure ratio between the front and rear ends of the cooling device 2111. The higher the pressure ratio, the greater the cooling capacity of the cooling device 2111. The lowest temperature at the output end of the cooling device 2111 is -270°C. When the pressure ratio of the cooling device 2111 is 6, the temperature drop can reach over 80°C. Furthermore, the rated flow rate of the cooling device 2111 is generally set to twice the maximum flow rate at the input end of the test piece 400, thereby facilitating adjustment of the temperature environment at the input end of the test piece 400. The pressure loss between the front and rear ends of the pre-cooling device 2112 does not exceed 3 kPa, which can avoid reducing the front and rear end pressure ratio of the cooling device 2111 and thus avoiding limiting the cooling capacity of the cooling device 2111. At the same time, since the cooling capacity of the cooling device 2111 is affected by the pressure ratio, the pressure requirement for the output end of the air supply part 100 is relatively high. By setting the pre-cooling device 2112, a higher cooling capacity of the cooling device 2111 can be achieved when the pressure is relatively low, thereby reducing the configuration level of the air supply part 100 and facilitating installation and setting.

[0050] Furthermore, an air bleed branch 213 is provided, the input end of the air bleed branch 213 is connected to the input end of the first cooling main path 211, and the output end of the air bleed branch 213 is respectively connected to the bearing gas input end and the sealing gas input end of the cooling device 2111, so that part of the compressed air output from the air supply part 100 to the first cooling main path 211 can be introduced into the cooling device 2111 in the form of bearing gas and sealing gas, respectively, thereby simplifying the structure and facilitating the operation of the cooling device 2111.

[0051] In some specific embodiments of the present invention, referring to Figure 3The second cooling circuit 220 includes a second main cooling circuit 221 and a second branch cooling circuit 222. The input end of the second main cooling circuit 221 is connected to the output end of the air supply unit 100, so that part of the compressed air output by the air supply unit 100 can reach the second main cooling circuit 221. The output end of the second main cooling circuit 221 is connected to the output end of the test piece 400, so that the compressed air reaching the second main cooling circuit 221 can be guided to the output end of the test piece 400, thereby providing the output end of the test piece 400 with compressed air at room temperature, thereby facilitating the change of the temperature environment at the output end of the test piece 400. The input end of the second branch cooling circuit 222 is also connected to the output end of the second main cooling circuit 221, and the output end of the second branch cooling circuit 222 is connected to the input end of the test piece 400, thereby guiding part of the compressed air at room temperature that has passed through the second main cooling circuit 221 to the input end of the test piece 400, thereby facilitating the change of the temperature environment at the input end of the test piece 400. In addition, by delivering compressed air to the input end of the test piece 400 through the second cooling main path 221 and delivering compressed air to the output end of the test piece 400 through the second cooling branch path 222, the pressure of the input end and the output end of the test piece 400 can be adjusted to adapt to the pressure simulation environment of the test piece 400.

[0052] In some specific embodiments of the present invention, referring to Figure 4 The pressure reduction unit 300 includes a first main exhaust path 310 and a first branch exhaust path. The input end of the first main exhaust path 310 is connected to the output end of the test piece 400. A vacuum pump 311 is provided on the first main exhaust path 310. The vacuum pump 311 can evacuate the output end of the test piece 400, thereby simulating a pressure environment above 12 kilometers. The input end of the first branch exhaust path is connected to the first main exhaust path 310. When the vacuum pump 311 is turned off, the first branch exhaust path can be vented, reducing the output end of the test piece 400 to atmospheric pressure, thereby simulating a ground ignition environment.

[0053] The vacuum pump 311 can achieve an absolute pressure of 100 Pa. The 11.5 kPa pressure required for testing the test piece 400 falls within a low vacuum state, which satisfies the vacuum requirements. Furthermore, the rated airflow of the vacuum pump 311 is typically 2 to 4 times the maximum volumetric flow rate at the input of the test piece 400, facilitating adjustment of the pressure environment within the test piece 400.

[0054] Furthermore, to prevent damage to the vacuum pump 311, the temperature at the input end of the vacuum pump 311 generally does not exceed 50°C to prevent damage to the vacuum pump 311 due to excessive temperatures. Furthermore, it is necessary to prevent oily impurities from entering the vacuum pump 311 to ensure the normal operation of the vacuum pump 311. Therefore, a cooler 313 and a degreaser 312 are provided on the first main exhaust path 310. The cooler 313 and the degreaser 312 are sequentially arranged between the input end of the vacuum pump 311 and the output end of the test piece 400, so that the gas reaching the vacuum pump 311 can pass through the cooler 313 and the degreaser 312 for cooling and degreasing.

[0055] Furthermore, a pressure-stabilizing cylinder 314 is provided at the output end of the test piece 400. This pressure-stabilizing cylinder 314 is connected to the output end of the first cooling branch 212, the output end of the second cooling branch 222, and the input end of the first main exhaust path 310, thereby stabilizing the pressure at the output end of the test piece 400. Furthermore, the pressure-stabilizing cylinder 314 collects unburned fuel from the test piece 400, facilitating the removal of excess fuel from the gas and preventing contact with the vacuum pump 311.

[0056] Furthermore, the input end of the vacuum pump 311 is connected to a second filter 315 , so that the gas entering the vacuum pump 311 can be filtered to remove impurities in the gas and avoid damaging the vacuum pump 311 .

[0057] In some specific embodiments of the present invention, referring to Figure 5 The exhaust gas discharge end of the cooling device 2111 is connected to the input end of the first exhaust branch through the second exhaust branch 2113; the output end of the air supply part 100 is connected to the input end of the first exhaust branch through the third exhaust branch 230.

[0058] Specifically, the two ends of the second exhaust branch 2113 are respectively connected to the exhaust outlet of the cooling device 2111 and the input of the first exhaust branch, thereby allowing the exhaust gas from the cooling device 2111 to be discharged for easy collection and to avoid environmental pollution. The two ends of the third exhaust branch 230 are respectively connected to the output of the air supply unit 100 and the input of the first exhaust branch, thereby allowing excess compressed air output by the air supply unit 100 to be discharged through the third exhaust branch 230 to prevent gas leakage. At the same time, exhaust through the third exhaust branch 230 can also adjust the pressure at the input of the first cooling main path 211 to adapt to the pressure simulation environment of the test piece 400.

[0059] In some specific embodiments of the present invention, referring to Figure 5The output end of the first main cooling path 211 is connected to the second exhaust branch 2113 via a fourth exhaust branch 2114. One end of the fourth exhaust branch 2114 is connected to the output end of the first main cooling path 211, while the other end is connected to the second exhaust branch 2113. This allows excess compressed air from the first main cooling path 211 to be discharged after cooling, preventing gas leakage. Furthermore, exhaust through the fourth exhaust branch 2114 allows the pressure at the output end of the first main cooling path 211 to be adjusted to match the pressure simulation environment of the test piece 400.

[0060] In some specific embodiments of the present invention, referring to Figure 5 The third exhaust branch 230 is provided with a cooling device 21151 for cooling the fuel. Compressed air can be introduced into the cooling device 21151 through the third exhaust branch 230, thereby cooling the fuel. The compressed air discharged through the three exhaust branches is then utilized, improving the compressed air utilization rate. The output end of the first main cooling path 211 is connected to the third exhaust branch 230 via the fifth exhaust branch 2115. One end of the fifth exhaust branch 2115 is connected to the output end of the first main cooling path 211, and the other end of the fifth exhaust branch 2115 is connected to the third exhaust branch 230. This allows the cooled excess compressed air in the first main cooling path 211 to be discharged into the third exhaust branch 230, thereby utilizing the cooled excess compressed air in the first main cooling path 211 and improving the compressed air utilization rate. Furthermore, the introduction of cooled excess compressed air in the first main cooling path 211 also improves the cooling capacity of the cooling device 21151 for the fuel. Furthermore, exhaust through the fifth exhaust branch 2115 can also adjust the pressure at the output end of the first cooling main path 211 so as to adapt to the pressure simulation environment of the test piece 400 .

[0061] In some specific embodiments of the present invention, referring to Figure 4 The output end of the first main exhaust path 310 and the output end of the first branch exhaust path are respectively connected to an exhaust muffler assembly 316. The exhaust gas can be collected by the exhaust muffler assembly 316 to prevent it from being discharged into the outside world and polluting the environment. The exhaust muffler assembly 316 can also reduce the noise during exhaust and reduce noise pollution. The exhaust muffler assembly 316 can be a muffler tower.

[0062] In some specific embodiments of the present invention, referring to Figure 2The air supply unit 100 includes an air compressor 110 and an air storage tank 120. The air compressor 110 can generate compressed air. The output end of the air compressor 110 is connected to the input end of the air storage tank 120, so that the compressed air generated by the air compressor 110 can enter the air storage tank 120 for storage to ensure sufficient flow of compressed air. The output end of the air storage tank 120 forms the output end of the air supply unit 100, so that the stored compressed air can be output through the air storage tank 120.

[0063] Furthermore, a first filter 130 is provided at the output end of the air storage tank 120 so as to filter the output compressed air to remove impurities in the compressed air and avoid damage to subsequent equipment.

[0064] Furthermore, a dryer 140 is provided at the output end of the gas storage tank 120 so as to dry the output compressed air to remove moisture in the compressed air and avoid damage to subsequent equipment.

[0065] It should be noted that the output end of the gas storage tank 120 is provided with a valve D1, the input end of the first cooling main circuit 211 is provided with a valve D2, the output end of the cooling device 2111 is provided with a valve D3, the first cooling main circuit 211 is provided with a valve D4 between the input end of the first cooling branch 212 and the input end of the fifth exhaust branch 2115, the input end of the vacuum pump 311 is provided with a valve D5, the working end of the second filter 315 is provided with a valve D6, the first cooling branch 212 is provided with a valve D7, the second cooling branch 222 is provided with a valve D8, and the fourth row Valve D9 is provided on the air branch 2114, valve D10 is provided at the input end of the first exhaust branch, valve D11 is provided at the input end of the third exhaust branch 230, valve D12 is provided on the second cooling main path 221 between the input end of the second cooling branch 222 and the output end of the test piece 400, and valve D13 is provided on the fifth exhaust branch 2115. By opening and closing multiple valves, the on-off of each corresponding device and pipeline can be controlled, thus facilitating operation. Furthermore, by controlling the opening degree of multiple valves, the flow rate in and out of each corresponding device and pipeline can be adjusted. This can prevent pressure fluctuations during simulated environmental adjustment, and the use of multiple valves can achieve a weak correlation between pressures during the adjustment of strongly correlated pipelines, making simulated environmental adjustment more stable and efficient. Fluctuations in simulated environmental adjustment are minimal, with pressure fluctuations controlled within 1% and temperature fluctuations within ±1°C.

[0066] First, based on the characteristics of small flow in the multi-head combustion chamber, the air compressor 110 is used to provide compressed air, the vacuum pump 311 is used to suck the test piece 400 to form low pressure, and the pre-cooling device 2112 and the cooling device 2111 are combined to cool down to meet the low-temperature simulation conditions, thereby simulating the high-altitude ignition environment of the combustion chamber at an altitude of 15 kilometers.

[0067] Secondly, compared with the full-ring test bench, this multi-head combustion chamber high-altitude ignition test system can use smaller power equipment (1 / 10) to achieve the environmental simulation capability required for high-altitude ignition in a single test bench. At the same time, in order to prevent pressure fluctuations during state adjustment, multiple valves are used to achieve weak correlation of pressure parameters during strong correlation pipeline adjustment, making the adjustment of the test state more stable and faster.

[0068] Again, compared with the prior art, the adjustment of the state parameters of the test piece 400, such as the input flow, pressure, temperature, and output pressure, adopts 2 or more levels of adjustment (valves, inverters, and other devices), making the state adjustment more precise.

[0069] Fourth, in order to prevent the temperature of the input end of the vacuum pump 311 from exceeding 50°C and thus being unable to work continuously, cooling structures such as cooling gas and cooler 313 are used for cooling, thereby ensuring that the temperature of the input end of the vacuum pump 311 can be maintained below 40°C during the test.

[0070] Fifth, the expansion cooler is used as the cooling device 2111 to cool the inlet air, and the excess cold air generated is used to cool the fuel, making it more compact and energy-efficient as a whole.

[0071] Finally, the high-altitude ignition test system for the multi-head combustion chamber can eliminate the setting of the original environmental simulation cabin. By keeping the test piece 400 warm, the power requirement of the high-altitude ignition test system for the vacuum pump 311 is reduced, and the difficulty of getting the test piece 400 on and off the stage is reduced, making the test more efficient.

[0072] 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. A multi-head combustion chamber high altitude ignition test system, characterized in that: include: An air supply unit (100), the air supply unit (100) being used to output compressed air; a cooling part (200), wherein an input end of the cooling part (200) is connected to an output end of the air supply part (100); The first output end of the cooling unit (200) is connected to the input end and the output end of the test piece (400) respectively, and is used to output cooled compressed air; The first output end of the cooling unit (200) is provided with a two-stage cooling structure; The second output end of the cooling unit (200) is connected to the output end and the input end of the test piece (400) respectively, and is used to output compressed air; A pumping and pressing part (300), wherein a working end of the pumping and pressing part (300) is connected to an output end of the test piece (400) and is used to pump the output end of the test piece (400) to a vacuum; The cooling unit (200) includes: a first cooling pipeline (210), wherein the input end of the first cooling pipeline (210) is connected to the output end of the air supply portion (100), and the output end of the first cooling pipeline (210) is respectively connected to the input end and the output end of the test piece (400), so that the output end of the first cooling pipeline (210) forms the first output end of the cooling portion (200); a second cooling pipeline (220), wherein the input end of the second cooling pipeline (220) is connected to the output end of the air supply portion (100), and the output end of the second cooling pipeline (220) is respectively connected to the input end and the output end of the test piece (400), so that the output end of the second cooling pipeline (220) forms a second output end of the cooling portion (200); The pumping and pressing part (300) comprises: a first exhaust main path (310), wherein an input end of the first exhaust main path (310) is connected to an output end of the test piece (400), and a vacuum pump (311) is provided on the first exhaust main path (310); a first exhaust branch, wherein an input end of the first exhaust branch is connected to the first exhaust main path (310); When the vacuum pump (311) is turned off, exhaust can be carried out through the first exhaust branch.

2. The multi-head combustion chamber high altitude ignition test system according to claim 1, characterized in that: The first cooling pipeline (210) comprises: a first cooling main path (211), wherein an input end of the first cooling main path (211) is connected to an output end of the air supply portion (100), and an output end of the first cooling main path (211) is connected to an input end of the test piece (400); a first cooling branch (212), wherein an input end of the first cooling branch (212) is connected to an output end of the first cooling main circuit (211), and an output end of the first cooling branch (212) is connected to an output end of the test piece (400); A pre-cooling device (2112) and a temperature reduction device (2111) are sequentially arranged on the first main cooling circuit (211) to form the two-stage cooling structure.

3. The multi-head combustion chamber high altitude ignition test system according to claim 1, characterized in that: The second cooling pipeline (220) comprises: a second cooling main path (221), wherein an input end of the second cooling main path (221) is connected to an output end of the air supply portion (100), and an output end of the second cooling main path (221) is connected to an output end of the test piece (400); A second cooling branch (222), wherein the input end of the second cooling branch (222) is connected to the output end of the second cooling main circuit (221), and the output end of the second cooling branch (222) is connected to the input end of the test piece (400).

4. The multi-head combustion chamber high altitude ignition test system according to claim 2, characterized in that: The exhaust gas discharge end of the cooling device (2111) is connected to the input end of the first exhaust branch via a second exhaust branch (2113); The output end of the air supply portion (100) is connected to the input end of the first exhaust branch via a third exhaust branch (230).

5. The multi-head combustion chamber high altitude ignition test system according to claim 4, characterized in that: The output end of the first cooling main path (211) is connected to the second exhaust branch (2113) via a fourth exhaust branch (2114).

6. The multi-head combustion chamber high altitude ignition test system according to claim 4, characterized in that: The third exhaust branch (230) is provided with a cooling device (21151) for cooling the fuel; The output end of the first cooling main path (211) is connected to the third exhaust branch (230) via a fifth exhaust branch (2115).

7. The multi-head combustion chamber high altitude ignition test system according to claim 2, characterized in that: The output end of the first exhaust main path (310) and the output end of the first exhaust branch path are respectively connected to an exhaust muffler component (316).

8. The multi-head combustion chamber high altitude ignition test system according to any one of claims 1 to 7, characterized in that: The air supply unit (100) comprises: An air compressor (110) and an air storage tank (120), wherein the output end of the air compressor (110) is connected to the input end of the air storage tank (120), and the output end of the air storage tank (120) forms the output end of the air supply unit (100).

Images