Air intake and exhaust pipeline of high-altitude simulation test chamber for aero-engine

Abstract

The application discloses an air intake and exhaust pipeline of an aero-engine high-altitude simulation test cabin, and relates to the technical field of aerospace. The air intake and exhaust pipeline comprises a cold air supply pipeline, a hot air supply pipeline, an air intake mixing pipeline and an exhaust pipeline; the air intake end of the cold air supply pipeline is connected with cold air; the air intake end of the hot air supply pipeline is connected with hot air; the air intake ends of the cold air supply pipeline and the hot air supply pipeline are respectively connected with the air intake end of the air intake mixing pipeline, the air intake end of the air intake mixing pipeline is connected with the air intake port of the test cabin, and the air intake mixing pipeline comprises a natural compensation section for mixing the cold air and the hot air in a natural way and compensating thermal expansion; the air intake end of the exhaust pipeline is connected with the air intake port of the test cabin. The application improves the air intake and exhaust pipeline structure of the aero-engine high-altitude simulation test cabin, reduces the volume of the equipment, and is more compact, simple and low in cost, which helps to reduce economic investment and is low in later use and maintenance cost.

Description

Technical Field

[0001] This invention relates to the field of aerospace technology, and in particular to an air intake and exhaust pipeline for a high-altitude simulation test chamber for an aero-engine. Background Technology

[0002] In high-altitude simulation tests of aero-engines, the high-altitude test chamber is divided into a front compartment and a rear compartment by a partition. The front compartment is also known as the airflow pressure stabilization chamber, while the rear compartment is generally used to install the engine and related test equipment. Cold and hot airflows are thoroughly mixed before entering the chamber, and then enter the front compartment for rectification and pressure stabilization (adjusting the total temperature and pressure of the airflow according to the simulated flight conditions). After that, the airflow enters the engine intake in the rear compartment through the process air intake duct. The rear compartment establishes the required engine exhaust pressure through the high-altitude simulated exhaust system, which is the flight altitude.

[0003] Currently, a dedicated mixer is typically used to mix the cold and hot air streams before they flow into the cabin, and a dedicated compensator is used to compensate for the thermal expansion of the cabin's air intake mixing pipeline. This mixing method requires a large space and involves a high economic investment. Furthermore, due to the system's complexity, the subsequent use and maintenance costs are also high. Summary of the Invention

[0004] The main objective of this invention is to provide an air intake and exhaust pipeline for an aero-engine high-altitude simulation test chamber, which aims to reduce the volume of the air intake mixing pipeline, reduce the space occupied by the equipment, reduce economic investment, and lower the later use and maintenance costs.

[0005] To achieve the above objectives, this invention proposes an air intake and exhaust pipeline for a high-altitude simulation test chamber for an aero-engine, comprising:

[0006] The air supply pipeline has an air inlet end that is suitable for introducing cold air.

[0007] The inlet end of the hot gas supply pipeline is suitable for introducing hot gas.

[0008] An intake mixing pipe, the intake end of which is connected to the outlet end of the cold air supply pipe and the outlet end of the hot air supply pipe respectively, the outlet end of which is adapted to connect to the air inlet of the test chamber, the intake mixing pipe including a natural compensation section for naturally mixing the cold and hot air streams and compensating for thermal expansion; and

[0009] The exhaust pipe has an intake end adapted to connect with the air inlet of the test chamber.

[0010] Optionally, the natural compensation section has at least one bend for changing the direction of the mixed airflow to facilitate mixing.

[0011] Optionally, the natural compensation segment is in the shape of an "L", a "Z" or a square.

[0012] Optionally, the natural compensation section is provided with several spaced-apart spoilers for turbulenting of the mixed airflow.

[0013] Optionally, the spoilers are all semi-elliptical in shape, and a number of the spoilers are arranged in pairs within the natural compensation section to split the incoming flow into two opposing airflows.

[0014] Optionally, each pair of the baffles is symmetrically arranged on the inner wall of the pipe in the natural compensation section.

[0015] Optionally, the spoiler forms an angle with the cross section perpendicular to the axis of the cylindrical pipe of the natural compensation section, and the spoilers are arranged in pairs at the same length cross section position of the cylindrical pipe of the natural compensation section, with the included angle corresponding to one spoiler being β and the included angle corresponding to the other spoiler being -β.

[0016] Optionally, a through-chamber cooling device is provided between the exhaust pipe and the air outlet of the test chamber to prevent the flowing gas from transferring heat to the chamber body of the test chamber.

[0017] Optionally, the exhaust pipe includes a vertical measuring section adapted to be perpendicular to the test chamber for measuring the static pressure of the gas flowing through it.

[0018] Optionally, the exhaust pipe is provided with a compensator and a cooler, the compensator being used to thermally compensate for the exhaust gas, and the cooler being used to cool the exhaust gas.

[0019] In the technical solution of the present invention, the air intake and exhaust pipelines of the high-altitude simulation test chamber for aero-engines include a cold air supply pipeline, a hot air supply pipeline, an intake mixing pipeline, and an exhaust pipeline; the intake end of the cold air supply pipeline is adapted to introduce cold air; the intake end of the hot air supply pipeline is adapted to introduce hot air; the intake end of the intake mixing pipeline is connected to the outlet end of the cold air supply pipeline and the outlet end of the hot air supply pipeline, respectively; the outlet end of the intake mixing pipeline is adapted to connect to the air inlet of the test chamber; the intake mixing pipeline includes a natural compensation section for naturally mixing the two airflows of cold air and hot air and compensating for thermal expansion; the intake end of the exhaust pipeline is adapted to connect to the air inlet of the test chamber. It is understood that by setting a natural compensation section in the intake mixing pipeline, thermal expansion compensation is performed in a natural compensation manner, and hot and cold gases are mixed. This eliminates the need to set up a large, complex and expensive mixer in front of the cabin, thereby reducing the volume of the intake mixing pipeline, reducing the space occupied by the equipment, helping to reduce economic investment, and lowering the later use and maintenance costs. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of an embodiment of the air intake and exhaust pipes of the high-altitude simulation test chamber for an aero-engine of the present invention.

[0022] Figure 2 This is a schematic diagram of the intake mixing pipe and its spoiler in one embodiment of the intake and exhaust pipe of the high-altitude simulation test chamber for an aero-engine of the present invention.

[0023] Figure 3 This is a schematic diagram of the spoiler structure in one embodiment of the air intake and exhaust pipes of the high-altitude simulation test chamber for an aero-engine of the present invention.

[0024] Explanation of icon numbers:

[0025] 10. Cold air supply pipeline; 20. Hot air supply pipeline; 30. Intake mixing pipeline; 40. Exhaust pipeline; 100. Test chamber; 31. Natural compensation section; 32. Spoiler; 33. Fixed support device; 50. Through-chamber cooling device; 60. Vertical measurement section; 70. Compensator; 80. Cooler; 90. Regulating valve.

[0026] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0027] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0028] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0029] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0030] Furthermore, the use of terms such as "first" and "second" in this invention is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the word "and / or" throughout the text means including three parallel solutions; for example, "A and / or B" includes solution A, solution B, or a solution that simultaneously satisfies A and B. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0031] This invention proposes an air intake and exhaust pipeline for a high-altitude simulation test chamber for an aero-engine.

[0032] Reference Figure 1 In one embodiment of the present invention, the air intake and exhaust pipes 40 of the high-altitude simulation test chamber for an aero-engine includes a cold air supply pipe 10, a hot air supply pipe 20, an intake mixing pipe 30, and an exhaust pipe 40; the intake end of the cold air supply pipe 10 is adapted to introduce cold air; the intake end of the hot air supply pipe 20 is adapted to introduce hot air; the intake end of the intake mixing pipe 30 is connected to the outlet end of the cold air supply pipe 10 and the outlet end of the hot air supply pipe 20, respectively, and the outlet end of the intake mixing pipe 30 is adapted to connect to the air inlet of the test chamber 100; the intake mixing pipe 30 includes a natural compensation section 31 for naturally mixing the two airflows of cold air and hot air and compensating for thermal expansion; the intake end of the exhaust pipe 40 is adapted to connect to the air inlet of the test chamber 100.

[0033] In this embodiment, the cold air supply pipeline 10, the hot air supply pipeline 20, the intake mixing pipeline 30, and the exhaust pipeline 40 each include at least one pipe. Each of these pipelines can be equipped with a manual, electric, or a combination of manual and electric regulating valve 90 to control the gas flow. The regulating valves 90 on each pipeline can be the same or different valves; this is not limited. Since the temperature rise in the intake mixing pipeline 30 is relatively small, the pipeline can be an L-shaped, Z-shaped, or square three-dimensional straight-through pipeline to compensate for thermal expansion through natural compensation, while simultaneously mixing cold and hot gases to meet the intake requirements of the high-altitude simulation test.

[0034] It should be noted that the natural compensation section 31 can not only adopt "L", "Z" or square straight pipelines, but also other pipeline systems that can perform thermal expansion compensation in a natural compensation manner and have a certain mixing effect of cold and hot air. There are no restrictions here.

[0035] According to the general requirements of high-altitude simulation tests for test engines, the highest temperature of the mixing intake pipeline is 70℃ and the lowest temperature is -60℃. The installation temperature in the Jiangnan region is generally around 20℃, with a maximum temperature difference of around 90℃. Therefore, this invention incorporates a natural compensation section 31 in the intake mixing pipeline 30 to compensate for thermal expansion through natural compensation and to mix hot and cold gases. This adapts to the test environment in the Jiangnan region, eliminating the need for a large, complex, and expensive mixer in front of the test chamber. This reduces the volume of the intake mixing pipeline 30, decreases the space occupied by the equipment, helps reduce economic investment, and lowers subsequent use and maintenance costs.

[0036] To further improve the effects of thermal expansion compensation and gas mixing, refer to Figure 1 In one embodiment, the intake mixing pipe 30 can be installed via a fixed support device 33, and its natural compensation section 31 has at least one bend for changing the direction of the mixed airflow to achieve mixing. Preferably, the bend can be 85° to 95°, especially 90°. The "L"-shaped bend can drastically change the direction of the mixed airflow for mixing, resulting in better compensation and mixing effects. Figure 1 As shown, the turning part of the natural compensation segment 31 in this embodiment is preferably provided with 3 "L" shaped turning parts, but this is not limited here.

[0037] To further improve the gas mixing effect and enhance the accuracy and safety of high-altitude simulation test results for aero-engines, based on the above embodiments, and referring to... Figures 1 to 3 The natural compensation section 31 can be equipped with several spaced-out baffles 32 for turbulence of the mixed airflow, which further mixes the cold and hot airflows.

[0038] In this embodiment, the baffles 32 can all be elliptical in shape. Preferably, the thickness of the baffle 32 can be 10 mm and the radius can be 400 mm. The baffles 32 are arranged in pairs in the natural compensation section 31 to split the incoming flow into two opposing airflows. Each pair of baffles 32 is symmetrically arranged on the inner wall of the pipe in the natural compensation section 31.

[0039] Multiple spoilers 32 can be installed at suitable locations in the intake mixing pipe 30, depending on the airflow mixing conditions and pipe installation layout. Preferably, the spoilers 32 are installed in pairs and symmetrically, such as... Figure 2 and Figure 3 As shown, this allows the spoiler 32 to effectively split the incoming flow into two opposing airflows, thus achieving better mixing of cold and hot air.

[0040] In addition, insulation material can be wrapped around the outer surface of all sections of the intake mixing pipe 30 to provide better insulation protection, so that the mixed gas is kept within the target temperature range, which helps to ensure the normal conduct of the high-altitude simulation test.

[0041] The structural dimensions of the spoiler 32 can be designed according to the specific structure of the intake mixing pipe 30, mainly to ensure that the spoiler 32 has good turbulence characteristics and sufficient strength and service life.

[0042] Furthermore, such as Figure 2 and Figure 3 As shown, in some application scenarios, an angle is formed between the baffle 32 and the section perpendicular to the axis of the cylindrical pipe of the natural compensation section 31. The baffles 32 are arranged in pairs at the same length section position of the cylindrical pipe of the natural compensation section 31, with one baffle 32 corresponding to an angle of β and the other baffle 32 corresponding to an angle of -β. The size of the angle β can be designed according to factors such as the flow rate and velocity of the mixed gas. The general design principle is: for larger air flow rates or velocities, a larger angle is selected; a larger angle results in a larger flow area and a larger circumferential moment exerted by the baffle 32 on the pipeline; a smaller angle results in a smaller flow area and a larger axial force exerted by the baffle 32 on the pipeline.

[0043] In this embodiment, the included angle β can be between 25° and 35°, such as... Figure 3 The preferred angle is 30°. This splits the incoming airflow into two opposing streams, significantly improving the turbulence effect and meeting the air intake requirements for high-altitude simulation tests of aero-engines, resulting in more accurate test results.

[0044] Preferably, the spoiler 32 can be arranged in Figure 1The pipe between the first bend near the air supply end and the second bend in the middle is shown, but this is not limited to this section. Specifically, after the mixed airflow is mixed by the spoiler 32, it passes through two 90° L-shaped bends, which drastically change the direction of the mixed airflow twice to ensure thorough mixing, so that the gas temperature supplied to the engine for the high-altitude simulation test is uniform.

[0045] Reference Figure 1 In one embodiment, a through-chamber cooling device 50 may be provided between the exhaust pipe 40 and the exhaust port of the test chamber 100. The through-chamber cooling device 50 uses industrial water as the cooling medium and is mainly used to prevent the high-temperature gas flowing through it from transferring heat to the chamber body of the test chamber 100, so as to ensure that the test can be completed smoothly.

[0046] In existing technologies, high-altitude simulated exhaust systems typically expel high-temperature engine combustion gases from the engine compartment along the axial direction of the compartment. This exhaust method is well-suited for testing turboshaft engines with front-output and rear-exhaust configurations. However, for turboshaft engines with front-output exhaust (including vertical exhaust), and especially for those with rear-output exhaust (including vertical exhaust), this exhaust method in existing high-altitude simulation tests is difficult to implement.

[0047] In response, the present invention also improves the exhaust pipe 40, as follows:

[0048] Reference Figure 1 In one embodiment, the exhaust pipe 40 includes a vertical measuring section 60 adapted to be perpendicular to the test chamber 100 for measuring the static pressure of the high-temperature gas flowing through it, thereby determining the height of the test simulation based on the measured static pressure value. The exhaust pipe 40 is equipped with a compensator 70 and a cooler 80, the compensator 70 for thermal compensation of the high-temperature exhaust gas, and the cooler 80 for cooling the high-temperature exhaust gas.

[0049] In this embodiment, the compensator 70 is preferably a sleeve-type compensator 70 with a compact structure and easy installation, so as to further reduce the size of the equipment and reduce space costs.

[0050] The exhaust pipe 40 of the aircraft engine experiences a large temperature difference. Before the exhaust from the test chamber 100 is ejected to the cooler 80, this section of the pipe experiences significant expansion. Natural compensation using a three-dimensional spatial piping system is insufficient, necessitating the use of a compensator 70 with a larger compensation capacity. A DC-type thrustless sleeve compensator 70 can be selected here. This type of compensator 70 offers good sealing performance, strong adaptability, convenient installation, and thrustless compensation. It is important to note that during use, the sealing and displacement of the compensator 70 must be checked regularly, and it should be cleaned and maintained to prevent mechanical damage and high-temperature failure.

[0051] The highest exhaust temperature of aircraft engines is generally around 600℃. After passing through a cooler, the high-temperature exhaust can be reduced to below 150℃ before being safely discharged.

[0052] It is understood that the simulated exhaust system of this invention changes the existing axial exhaust design along the cabin to a vertical exhaust, expelling the high-temperature combustion gases from the engine outside the cabin. This vertical exhaust configuration has good compatibility with both front-output and rear-exhaust turboshaft engines and turboshaft engines with front-output side exhaust (including vertical exhaust) and rear-output side exhaust (including vertical exhaust), and can better achieve the test objectives.

[0053] In addition, covering the outer surface of all exhaust pipe sections 40 with insulation material can provide better insulation protection, which helps to improve the safety of the test.

[0054] It is worth mentioning that this invention has been successfully applied and verified in a certain start-up test bench environmental test chamber 100. The verification results show that the air intake and exhaust pipes 40 of this aero-engine high-altitude simulation test chamber are reasonably arranged and can meet the requirements of aero-engine testing.

[0055] The above description is merely an optional embodiment of the present invention and does not limit the patent scope of the present invention. All equivalent structural transformations made using the contents of the present invention's specification and drawings under the inventive concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. An air intake and exhaust pipeline for a high-altitude simulation test chamber for an aero-engine, characterized in that, include: The air supply pipeline has an air inlet end that is suitable for introducing cold air. The inlet end of the hot gas supply pipeline is suitable for introducing hot gas. An intake mixing pipeline, the intake end of which is connected to the outlet end of the cold air supply pipeline and the outlet end of the hot air supply pipeline respectively, the outlet end of which is adapted to connect to the air inlet of the test chamber, the intake mixing pipeline includes a natural compensation section for naturally mixing and compensating for thermal expansion of the two airflows of cold and hot air; the natural compensation section is provided with a plurality of spaced-apart baffles for turbulentizing the mixed airflow, the baffles are all semi-elliptical, and the baffles are arranged in pairs and symmetrically on the inner wall of the pipe of the natural compensation section to split the incoming flow into two opposing airflows; the baffles form an angle with the cross section perpendicular to the axis of the cylindrical pipe of the natural compensation section, the baffles are arranged in pairs at the same length cross section position of the cylindrical pipe of the natural compensation section, the included angle corresponding to one baffle is β, the included angle corresponding to the other baffle is -β, and the value of β is 25°~35°; and The exhaust pipe has an intake end adapted to connect with the air inlet of the test chamber.

2. The air intake and exhaust pipes of the high-altitude simulation test chamber for aero-engines as described in claim 1, characterized in that, The natural compensation section has at least one bend for changing the direction of the mixed airflow to facilitate mixing.

3. The air intake and exhaust pipes of the high-altitude simulation test chamber for aero-engines as described in claim 1, characterized in that, The natural compensation segment is in the shape of an "L", "Z" or square.

4. The air intake and exhaust pipes of the high-altitude simulation test chamber for aero-engines as described in claim 1, characterized in that, A through-chamber cooling device is provided between the exhaust pipe and the air outlet of the test chamber to prevent the flowing gas from transferring heat to the chamber body of the test chamber.

5. The air intake and exhaust pipes of the high-altitude simulation test chamber for an aero-engine as described in claim 4, characterized in that, The exhaust pipe includes a vertical measuring section adapted to be perpendicular to the test chamber for measuring the static pressure of the gas flowing through it.

6. The air intake and exhaust pipes of the high-altitude simulation test chamber for an aero-engine as described in claim 1, characterized in that, The exhaust pipe is equipped with a compensator and a cooler. The compensator is used to perform thermal compensation on the exhaust, and the cooler is used to cool the exhaust.

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