An aero-engine afterburner flow performance test system

Abstract

The application discloses an aero-engine afterburner flow performance test system, and belongs to the technical field of aero-engine parts manufacturing, which comprises a fuel tank module, a cooling module, a fuel supply module, a measuring module, a pneumatic control module and an electrical cabinet; the cooling module is connected with the fuel tank module; the fuel supply module is arranged between the oil inlet of the afterburner and the fuel tank module; the measuring module is arranged between the nozzle of the afterburner and the fuel tank module; the pneumatic control module is connected with the measuring module; all the electrical components in the fuel tank module, the cooling module, the fuel supply module, the measuring module and the pneumatic control module are electrically connected with the electrical cabinet. The aero-engine afterburner flow performance test system can simultaneously test multiple nozzles on multiple afterburners, greatly improves the test efficiency and test precision, and can effectively meet the batch test requirement of the afterburner.

Description

Technical Field

[0001] This invention belongs to the field of aero-engine component manufacturing technology, and in particular relates to an aero-engine afterburner boom flow performance testing system. Background Technology

[0002] The afterburner is an important component of an aero-engine. Before it can be installed on the aircraft, the flow performance of the manufactured afterburner needs to be tested. Only when the flow range, flow coefficient deviation and other indicators of the afterburner meet the design requirements can it be assembled into the aero-engine as a qualified component.

[0003] Currently, when testing the flow performance of afterburner booms of various types of aero engines, it is only possible to test each of the multiple nozzles on a single afterburner boom individually. This not only results in low testing efficiency but also low testing accuracy, making it difficult to meet the needs of mass testing of afterburner booms. Summary of the Invention

[0004] To address the problems existing in the prior art, this invention provides a test system for the flow performance of afterburner booms in aero-engines. This system can simultaneously test multiple nozzles on multiple afterburner booms, significantly improving test efficiency and accuracy, and effectively meeting the needs of batch testing of afterburner booms.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: an aero-engine afterburner boom flow performance testing system, comprising a fuel tank module, a cooling module, a fuel supply module, a measurement module, a pneumatic control module, and an electrical cabinet; the cooling module is connected to the fuel tank module; the fuel supply module is disposed between the fuel inlet of the afterburner boom and the fuel tank module; the measurement module is disposed between the nozzle of the afterburner boom and the fuel tank module; the pneumatic control module is connected to the measurement module; all electrical components in the fuel tank module, cooling module, fuel supply module, measurement module, and pneumatic control module are electrically connected to the electrical cabinet.

[0006] The oil tank module includes a main oil tank, a column-type liquid level indicator, a first temperature sensor, an explosion-proof tuning fork density meter, a float level switch, and an air breathing filter; the column-type liquid level indicator is located outside the main oil tank; the first temperature sensor, the explosion-proof tuning fork density meter, and the float level switch are all located inside the main oil tank; the air breathing filter is located on the top of the main oil tank; a first ball valve is installed at the oil drain port of the main oil tank; the first temperature sensor, the explosion-proof tuning fork density meter, and the float level switch are all electrically connected to the electrical cabinet.

[0007] The cooling module includes a stainless steel vortex magnetic pump, a plate heat exchanger, an air-cooled chiller, a first low-pressure pipeline precision filter, and a second low-pressure pipeline precision filter. The oil suction port of the stainless steel vortex magnetic pump is connected to the main oil tank, and a second ball valve is installed on the pipeline between the oil suction port of the stainless steel vortex magnetic pump and the main oil tank. The oil discharge port of the stainless steel vortex magnetic pump is connected to the oil inlet of the plate heat exchanger, and the oil outlet of the plate heat exchanger is connected to the main oil tank sequentially through the first and second low-pressure pipeline precision filters. A needle valve is externally connected to the pipeline between the oil outlet of the plate heat exchanger and the oil inlet of the first low-pressure pipeline precision filter; the water inlet of the plate heat exchanger is connected to the water outlet of the air-cooled chiller, and a third ball valve is installed on the pipeline between the water inlet of the plate heat exchanger and the water outlet of the air-cooled chiller; the water outlet of the plate heat exchanger is connected to the water inlet of the air-cooled chiller, and a fourth ball valve is installed on the pipeline between the water outlet of the plate heat exchanger and the water inlet of the air-cooled chiller; the stainless steel vortex magnetic pump is electrically connected to the electrical cabinet.

[0008] The fuel supply module includes a fuel pump, a fuel suction filter, a direct-acting overflow valve, a pneumatically controlled proportional overflow valve, an accumulator, a first pressure pipeline filter, a second pressure pipeline filter, a mass flow meter, a fuel supply throttle valve, a second temperature sensor, and an anti-overflow drip tray. The fuel pump's suction port is connected to the main fuel tank via the fuel suction filter, and a fifth ball valve is installed on the pipeline between the fuel pump's suction port and the fuel suction filter. The fuel pump's discharge port has three outputs: the first output is connected to the main fuel tank via the direct-acting overflow valve, the second output is connected to the accumulator in sequence... The compressor and pneumatic proportional relief valve are connected to the main fuel tank. The third path is connected to the fuel inlet of the booster injector via the first pressure pipeline filter, the second pressure pipeline filter, the mass flow meter, the fuel supply throttle valve, and the second temperature sensor. The booster injector is horizontally positioned with its multiple nozzles pointing downwards. The anti-overflow drip tray is located below the multiple nozzles of the booster injector, and the drain port of the anti-overflow drip tray is connected to the main fuel tank via a pipeline. The fuel pump, the pneumatic proportional relief valve, the mass flow meter, and the second temperature sensor are all electrically connected to the electrical cabinet.

[0009] A pressure gauge is externally connected to the pipeline between the accumulator and the first pressure pipeline filter, and a sixth ball valve is installed between the pressure gauge and the pipeline; a seventh ball valve is installed on the pipeline between the second pressure pipeline filter and the mass flow meter; a first pneumatic directional valve is externally connected between the oil inlet of the booster spray bar and the oil outlet of the anti-overflow receiving pan, a first pressure transmitter is installed at the oil inlet of the first pneumatic directional valve, and a second pressure transmitter is installed at the oil outlet of the first pneumatic directional valve; the pressure gauge, the first pressure transmitter, and the second pressure transmitter are all electrically connected to the electrical cabinet.

[0010] The measurement module includes several measurement units arranged in a straight line, the number of which is the same as the number of nozzles on the booster spray bar. Each measurement unit includes an oil inlet pipe, a measuring cylinder, a third pressure transmitter, and a second pneumatically controlled directional valve. The upper inlet of the oil inlet pipe is located directly below the nozzles of the booster spray bar. The oil inlet pipe passes through an anti-overflow oil receiving pan and is inserted downwards into the measuring cylinder. The oil outlet at the bottom of the measuring cylinder is connected to the main oil tank via the second pneumatically controlled directional valve. The third pressure transmitter is located at the oil outlet at the bottom of the measuring cylinder. The third pressure transmitter is electrically connected to the electrical cabinet.

[0011] The pneumatic control module includes an air pump, an air assembly, a residual pressure relief valve, a pressure switch, a solenoid valve, a first solenoid directional valve, a cylinder, a linkage rod, a butterfly valve, an electro-proportional valve, a second solenoid directional valve, a third solenoid directional valve, a pressure reducing valve, and a silencer-type exhaust throttle valve. The air pump's intake port is open to the atmosphere, and its exhaust port is connected sequentially to the air control interface of the second pneumatic directional valve in all measurement units via the air assembly, the residual pressure relief valve, and the solenoid valve. The pressure switch is located on the pipeline between the residual pressure relief valve and the solenoid valve. An eighth ball valve is installed on the pipeline between the air pump's exhaust port and the air assembly. The number of butterfly valves is several, the same as the number of measurement units, and one butterfly valve is installed on the oil inlet pipe in each measurement unit. The linkage rod is connected in series with the control terminals of the butterfly valves in all measurement units. The cylinder... The piston rod is connected to the linkage rod via a transmission. Four external pipelines are installed on the pipeline between the residual pressure relief valve and the solenoid switch valve. The first external pipeline is open to the atmosphere, and the pressure reducing valve and the silencer-type exhaust throttle valve are sequentially installed on the first external pipeline. The second external pipeline is connected to the pneumatic control interface of the pneumatic proportional relief valve, and the electro-proportional valve and the first solenoid directional valve are sequentially installed on the second external pipeline. The third external pipeline is connected to the pneumatic control interface of the first pneumatic directional valve, and the second solenoid directional valve is installed on the third external pipeline. The fourth external pipeline is connected to the pneumatic control interface of the cylinder, and the third solenoid directional valve is installed on the fourth external pipeline. The air pump, residual pressure relief valve, pressure switch, solenoid switch valve, first solenoid directional valve, electro-proportional valve, second solenoid directional valve, and third solenoid directional valve are all electrically connected to the electrical cabinet.

[0012] The beneficial effects of this invention are:

[0013] The aero-engine afterburner boom flow performance testing system of the present invention can simultaneously test multiple nozzles on multiple afterburner booms, which greatly improves testing efficiency and accuracy and can effectively meet the needs of batch testing of afterburner booms. Attached Figure Description

[0014] Figure 1This is a schematic diagram of a test system for the flow performance of an afterburner boom in an aero-engine according to the present invention.

[0015] In the diagram, 1—Power injector, 2—Main fuel tank, 3—Column-type level indicator, 4—First temperature sensor, 5—Explosion-proof tuning fork density meter, 6—Float level switch, 7—Air breathing filter, 8—First ball valve, 9—Stainless steel vortex magnetic pump, 10—Plate heat exchanger, 11—Air-cooled chiller, 12—First low-pressure pipeline precision filter, 13—Second low-pressure pipeline precision filter, 14—Second ball valve, 15—Needle valve, 16—Third ball valve, 17—Fourth ball valve, 18—Fuel pump, 19—Suction filter, 20—Direct-acting overflow valve, 21—Pneumatic proportional overflow valve, 22—Accumulator, 23—First pressure pipeline filter, 24—Second pressure pipeline filter, 25—Mass flow meter, 26—Fuel supply throttle valve 27—Second temperature sensor, 28—Anti-overflow oil tray, 29—Fifth ball valve, 30—Sixth ball valve, 31—Seventh ball valve, 32—First pneumatic directional valve, 33—First pressure transmitter, 34—Second pressure transmitter, 35—Oil inlet pipe, 36—Measuring cylinder, 37—Third pressure transmitter, 38—Second pneumatic directional valve, 39—Air pump, 40—Air combination component, 41—Residual pressure relief valve, 42—Pressure switch, 43—Solenoid switch valve, 44—First solenoid directional valve, 45—Cylinder, 46—Linkage rod, 47—Butterfly valve, 48—Electro-proportional valve, 49—Second solenoid directional valve, 50—Third solenoid directional valve, 51—Pressure reducing valve, 52—Silenced exhaust throttle valve, 53—Eighth ball valve, 54—Pressure gauge. Detailed Implementation

[0016] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0017] like Figure 1 As shown, an aero-engine afterburner boom flow performance testing system includes a fuel tank module, a cooling module, a fuel supply module, a measurement module, a pneumatic control module, and an electrical cabinet. The cooling module is connected to the fuel tank module. The fuel supply module is located between the fuel inlet of the afterburner boom 1 and the fuel tank module. The measurement module is located between the nozzle of the afterburner boom 1 and the fuel tank module. The pneumatic control module is connected to the measurement module. All electrical components in the fuel tank module, cooling module, fuel supply module, measurement module, and pneumatic control module are electrically connected to the electrical cabinet.

[0018] The oil tank module includes a main oil tank 2, a column-type liquid level indicator 3, a first temperature sensor 4, an explosion-proof tuning fork density meter 5, a float level switch 6, and an air breathing filter 7; the column-type liquid level indicator 3 is located outside the main oil tank 2; the first temperature sensor 4, the explosion-proof tuning fork density meter 5, and the float level switch 6 are all located inside the main oil tank 2; the air breathing filter 7 is located on the top of the main oil tank 2; a first ball valve 8 is provided at the oil drain port of the main oil tank 2; the first temperature sensor 4, the explosion-proof tuning fork density meter 5, and the float level switch 6 are all electrically connected to the electrical cabinet.

[0019] The cooling module includes a stainless steel vortex magnetic pump 9, a plate heat exchanger 10, an air-cooled chiller 11, a first low-pressure pipeline precision filter 12, and a second low-pressure pipeline precision filter 13. The oil suction port of the stainless steel vortex magnetic pump 9 is connected to the main oil tank 2, and a second ball valve 14 is installed on the pipeline between the oil suction port of the stainless steel vortex magnetic pump 9 and the main oil tank 2. The oil discharge port of the stainless steel vortex magnetic pump 9 is connected to the oil inlet of the plate heat exchanger 10, and the oil outlet of the plate heat exchanger 10 is connected to the main oil tank 2 sequentially through the first low-pressure pipeline precision filter 12 and the second low-pressure pipeline precision filter 13. A needle valve 15 is externally connected to the pipeline between the oil outlet of the plate heat exchanger 10 and the oil inlet of the first low-pressure pipeline precision filter 12; the water inlet of the plate heat exchanger 10 is connected to the water outlet of the air-cooled chiller 11, and a third ball valve 16 is installed on the pipeline between the water inlet of the plate heat exchanger 10 and the water outlet of the air-cooled chiller 11; the water outlet of the plate heat exchanger 10 is connected to the water inlet of the air-cooled chiller 11, and a fourth ball valve 17 is installed on the pipeline between the water outlet of the plate heat exchanger 10 and the water inlet of the air-cooled chiller 11; the stainless steel vortex magnetic pump 9 is electrically connected to the electrical cabinet.

[0020] The fuel supply module includes a fuel pump 18, a fuel suction filter 19, a direct-acting overflow valve 20, a pneumatically controlled proportional overflow valve 21, an accumulator 22, a first pressure pipeline filter 23, a second pressure pipeline filter 24, a mass flow meter 25, a fuel supply throttle valve 26, a second temperature sensor 27, and an anti-overflow drip tray 28. The fuel pump 18's suction port is connected to the main fuel tank 2 via the fuel suction filter 19. A fifth ball valve 29 is installed on the pipeline between the fuel pump 18's suction port and the fuel suction filter 19. The fuel pump 18's discharge port has three outputs: the first output is connected to the main fuel tank 2 via the direct-acting overflow valve 20, the second output... The fuel pump 18, the pneumatic proportional relief valve 21, and the accumulator 22 are connected to the main fuel tank 2 in sequence. The third fuel pump 18, the pneumatic proportional relief valve 21, the mass flow meter 25, the fuel supply throttle valve 26, and the second temperature sensor 27 are connected to the fuel inlet of the booster nozzle 1 in sequence. The booster nozzle 1 is horizontally set with its multiple nozzles facing downwards. The anti-overflow drip tray 28 is located below the multiple nozzles of the booster nozzle 1. The drain port of the anti-overflow drip tray 28 is connected to the main fuel tank 2 through a pipeline. The fuel pump 18, the pneumatic proportional relief valve 21, the mass flow meter 25, and the second temperature sensor 27 are all electrically connected to the electrical cabinet.

[0021] A pressure gauge 54 is externally connected to the pipeline between the accumulator 22 and the first pressure pipeline filter 23, and a sixth ball valve 30 is installed between the pressure gauge 54 and the pipeline; a seventh ball valve 31 is installed on the pipeline between the second pressure pipeline filter 24 and the mass flow meter 25; a first pneumatic directional valve 32 is externally connected between the oil inlet of the booster spray bar 1 and the oil outlet of the anti-overflow oil receiving pan 28, a first pressure transmitter 33 is installed at the oil inlet of the first pneumatic directional valve 32, and a second pressure transmitter 34 is installed at the oil outlet of the first pneumatic directional valve 32; the pressure gauge 54, the first pressure transmitter 33, and the second pressure transmitter 34 are all electrically connected to the electrical cabinet.

[0022] The measurement module includes several measurement units arranged in a straight line, the number of which is the same as the number of nozzles on the booster spray bar 1. Each measurement unit includes an oil inlet pipe 35, a measuring cylinder 36, a third pressure transmitter 37, and a second pneumatic control directional valve 38. The upper port of the oil inlet pipe 35 is located directly below the nozzles of the booster spray bar 1. The oil inlet pipe 35 passes through the anti-overflow oil receiving pan 28 and is inserted downward into the measuring cylinder 36. The oil outlet at the bottom of the measuring cylinder 36 is connected to the main oil tank 2 via the second pneumatic control directional valve 38. The third pressure transmitter 37 is located at the oil outlet at the bottom of the measuring cylinder 36. The third pressure transmitter 37 is electrically connected to the electrical cabinet.

[0023] The pneumatic control module includes an air pump 39, an air combination element 40, a residual pressure relief valve 41, a pressure switch 42, a solenoid switch valve 43, a first solenoid directional valve 44, a cylinder 45, a linkage rod 46, a butterfly valve 47, an electro-proportional valve 48, a second solenoid directional valve 49, a third solenoid directional valve 50, a pressure reducing valve 51, and a silencer-type exhaust throttle valve 52. The air pump 39 has its intake port open to the atmosphere, and its exhaust port passes sequentially through the air combination element 40, the residual pressure relief valve 41, and the solenoid switch valve 42. 3. The pneumatic interface of the second pneumatic directional valve 38 in all measuring units is connected; the pressure switch 42 is installed on the pipeline between the residual pressure relief valve 41 and the solenoid switch valve 43; an eighth ball valve 53 is installed on the pipeline between the exhaust port of the air pump 39 and the air combination element 40; the number of butterfly valves 47 is several and the same as the number of measuring units, and one butterfly valve 47 is installed on the oil inlet pipe 35 in each measuring unit; the linkage rod 46 is connected in series with the control end of the butterfly valves 47 in all measuring units; the piston rod of the cylinder 45 is connected to the linkage rod 46 in a transmission connection; four external pipelines are installed on the pipeline between the residual pressure relief valve 41 and the solenoid switch valve 43, the first external pipeline is connected to the atmosphere, and the pressure reducing valve 51 and the silent exhaust throttle valve 52 are sequentially installed on the first external pipeline; the second external pipeline is connected to the pneumatic interface of the pneumatic proportional relief valve 21, and the electro-proportional valve 48 and the first solenoid directional valve 44 are sequentially installed on the second external pipeline; the... The three external pipelines are connected to the pneumatic control interface of the first pneumatic directional valve 32, and the second electromagnetic directional valve 49 is installed on the third external pipeline; the fourth external pipeline is connected to the pneumatic control interface of the cylinder 45, and the third electromagnetic directional valve 50 is installed on the fourth external pipeline; the air pump 39, residual pressure relief valve 41, pressure switch 42, electromagnetic switch valve 43, first electromagnetic directional valve 44, electro-proportional valve 48, second electromagnetic directional valve 49 and third electromagnetic directional valve 50 are all electrically connected to the electrical cabinet.

[0024] The following describes a single use of the present invention with reference to the accompanying drawings:

[0025] In this embodiment, the number of booster spray rods 1 tested at one time is two, and the number of nozzles on each booster spray rod 1 is eight, that is, sixteen nozzles on the two booster spray rods 1 are tested simultaneously at one time.

[0026] First, clamp and fix the afterburner nozzle 1, and connect the oil inlet of the afterburner nozzle 1 to the oil supply module to ensure that the sixteen nozzles are accurately aligned with the sixteen oil receiving pipes 35 below. During the debugging phase, if there is any splashing or dripping of aviation kerosene from the nozzles, or incomplete oil collection, the clamping position of the afterburner nozzle 1 needs to be readjusted until the aviation kerosene from the sixteen nozzles can completely enter the corresponding oil receiving pipes 35. Finally, the aviation kerosene that splashes or drips into the anti-overflow oil receiving pan 28 and the aviation kerosene collected during the debugging phase that flows into the measuring cylinder 36 are all discharged back into the main oil tank 2 to prepare for the formal test.

[0027] Before the formal test, the column-type liquid level indicator 3 and the first temperature sensor 4 can feed back the liquid level and temperature data of aviation kerosene in the main oil tank 2 to the display and control panel of the electrical cabinet in real time. Then, the second ball valve 14, the third ball valve 16 and the fourth ball valve 17 in the cooling module are adjusted to the open state, and the stainless steel vortex magnetic pump 9 and the air-cooled chiller 11 are started. Under the pumping force of the stainless steel vortex magnetic pump 9, the aviation kerosene in the main oil tank 2 passes through the stainless steel vortex magnetic pump 9, the plate heat exchanger 10, the first low-pressure pipeline precision filter 12 and the second low-pressure pipeline precision filter 13 in sequence and returns to the main oil tank 2. The aviation kerosene exchanges heat with the cold water output by the air-cooled chiller 11 at the plate heat exchanger 10, so that the aviation kerosene in the main oil tank 2 can be circulated and cooled to maintain a relatively constant oil temperature. The dual filtration of the first low-pressure pipeline precision filter 12 and the second low-pressure pipeline precision filter 13 ensures that the oil is always in a clean state, providing a guarantee for subsequent flow test.

[0028] When the test begins, the oil supply module, measurement module and pneumatic control module start up synchronously and operate according to the set program. The fifth ball valve 29, the sixth ball valve 30, the seventh ball valve 31 and the eighth ball valve 53 are all adjusted to the open state.

[0029] For the fuel supply module, as the fuel pump 18 is started, under the action of pumping force, the aviation kerosene in the main fuel tank 2 passes through the suction filter 19, fuel pump 18, first pressure pipeline filter 23, second pressure pipeline filter 24, mass flow meter 25 and fuel supply throttle valve 26 into the booster nozzle 1. The mass flow meter 25 and the second temperature sensor 27 can feed back the mass flow data and temperature data under the fuel supply state to the display and control panel of the electrical cabinet in real time.

[0030] For the pneumatic control module, as the air pump 39 is started, the third solenoid directional valve 50 is energized and activated. Compressed gas passes through the air combination element 40, the residual pressure relief valve 41 and the third solenoid directional valve 50 in sequence and enters the rodless chamber of the cylinder 45, driving the piston rod of the cylinder 45 to extend, which in turn drives the linkage rod 46 to move, until the linkage rod 46 drives the sixteen butterfly valves 47 to switch from the closed state to the open state simultaneously, so that all sixteen oil pipes 35 are connected.

[0031] With all sixteen oil inlet pipes 35 in the open state, the sixteen nozzles on the booster spray bar 1 spray oil synchronously. The sprayed aviation kerosene enters the sixteen measuring cylinders 36 below after passing through the oil inlet pipes 35 for collection. When the set oil spraying time ends, the third solenoid reversing valve 50 is energized and reversed. Compressed gas enters the rod chamber of the cylinder 45 through the third solenoid reversing valve 50, which in turn drives the linkage rod 46 to move until the linkage rod 46 drives the sixteen butterfly valves 47 to switch from the open state to the closed state synchronously. All sixteen oil inlet pipes 35 are adjusted to the cut-off state, and the collection of aviation kerosene in the sixteen measuring cylinders 36 is completed.

[0032] After the aviation kerosene is collected in the sixteen measuring cylinders 36, the second electromagnetic reversing valve 49 is energized and activated. Compressed gas is connected to the pneumatic control interface of the first pneumatic control reversing valve 32 through the second electromagnetic reversing valve 49, so that the first pneumatic control reversing valve 32 is reversed. The aviation kerosene no longer enters the afterburner 1, but returns directly to the main fuel tank 2 through the connected first pneumatic control reversing valve 32. At this time, the test system enters the standby state.

[0033] In addition, after the aviation kerosene is collected in the sixteen measuring cylinders 36, the volume of aviation kerosene in each measuring cylinder 36 will be synchronously converted into a pressure signal by the third pressure transmitter 37. This pressure signal will be fed back to the electrical cabinet of the pneumatic proportional overflow valve 21 in real time. Finally, the flow data will be converted in real time and displayed on the display and control panel of the electrical cabinet. At the same time, indicators such as flow range and flow coefficient deviation will also be displayed on the display and control panel of the electrical cabinet. The test results are automatically saved and recorded, and the entire test process is automated.

[0034] When different fuel supply conditions need to be simulated, the solenoid valve 43 is first energized and activated. Compressed gas is connected to the pneumatic control interface of all sixteen second pneumatic control directional valves 38 through the solenoid valve 43, causing the first pneumatic control directional valve 32 to switch. The aviation kerosene in the sixteen measuring cylinders 36 will return directly to the main fuel tank 2 through the first pneumatic control directional valve 32. After all the aviation kerosene in the sixteen measuring cylinders 36 has been drained, the first solenoid valve 44 is energized and activated. Compressed gas is connected to the pneumatic control interface of the pneumatic control proportional overflow valve 21 through the first solenoid valve 44 and the electro-proportional valve 48, in order to adjust the overflow of the pneumatic control proportional overflow valve 21, thereby changing the flow parameters of the aviation kerosene entering the booster nozzle 1, thus realizing the change of fuel supply conditions.

[0035] The solutions in the embodiments are not intended to limit the scope of protection of the present invention. All equivalent implementations or modifications that do not depart from the present invention are included in the scope of protection of the present invention.

Claims

1. A test system for the flow performance of an aero-engine afterburner boom, characterized in that: It includes an oil tank module, a cooling module, an oil supply module, a measurement module, a pneumatic control module, and an electrical cabinet; the cooling module is connected to the oil tank module; the oil supply module is located between the oil inlet of the booster spray bar and the oil tank module; the measurement module is located between the nozzle of the booster spray bar and the oil tank module; the pneumatic control module is connected to the measurement module; all electrical components in the oil tank module, cooling module, oil supply module, measurement module, and pneumatic control module are electrically connected to the electrical cabinet; The oil tank module includes a main oil tank, a column-type liquid level indicator, a first temperature sensor, an explosion-proof tuning fork density meter, a float level switch, and an air breathing filter; the column-type liquid level indicator is located outside the main oil tank; the first temperature sensor, the explosion-proof tuning fork density meter, and the float level switch are all located inside the main oil tank; the air breathing filter is located on the top of the main oil tank; a first ball valve is installed at the oil drain port of the main oil tank; the first temperature sensor, the explosion-proof tuning fork density meter, and the float level switch are all electrically connected to the electrical cabinet; The cooling module includes a stainless steel vortex magnetic pump, a plate heat exchanger, an air-cooled chiller, a first low-pressure pipeline precision filter, and a second low-pressure pipeline precision filter. The oil suction port of the stainless steel vortex magnetic pump is connected to the main oil tank, and a second ball valve is installed on the pipeline between the oil suction port of the stainless steel vortex magnetic pump and the main oil tank. The oil discharge port of the stainless steel vortex magnetic pump is connected to the oil inlet of the plate heat exchanger, and the oil outlet of the plate heat exchanger is connected to the main oil tank sequentially through the first and second low-pressure pipeline precision filters. A needle valve is externally connected to the pipeline between the oil outlet of the plate heat exchanger and the oil inlet of the first low-pressure pipeline precision filter; the water inlet of the plate heat exchanger is connected to the water outlet of the air-cooled chiller, and a third ball valve is installed on the pipeline between the water inlet of the plate heat exchanger and the water outlet of the air-cooled chiller; the water outlet of the plate heat exchanger is connected to the water inlet of the air-cooled chiller, and a fourth ball valve is installed on the pipeline between the water outlet of the plate heat exchanger and the water inlet of the air-cooled chiller; the stainless steel vortex magnetic pump is electrically connected to the electrical cabinet. The fuel supply module includes a fuel pump, a fuel suction filter, a direct-acting overflow valve, a pneumatically controlled proportional overflow valve, an accumulator, a first pressure pipeline filter, a second pressure pipeline filter, a mass flow meter, a fuel supply throttle valve, a second temperature sensor, and an anti-overflow drip tray. The fuel pump's suction port is connected to the main fuel tank via the fuel suction filter, and a fifth ball valve is installed on the pipeline between the fuel pump's suction port and the fuel suction filter. The fuel pump's discharge port has three outputs: the first output is connected to the main fuel tank via the direct-acting overflow valve; the second output is connected to the main fuel tank sequentially via the accumulator and the pneumatically controlled proportional overflow valve; and the third output is connected to the fuel inlet of the booster nozzle sequentially via the first pressure pipeline filter, the second pressure pipeline filter, the mass flow meter, the fuel supply throttle valve, and the second temperature sensor. The booster nozzle is horizontally positioned and has multiple nozzles. Facing downwards, the overflow tray is located below the multiple nozzles of the booster spray bar, and the drain port of the overflow tray is connected to the main fuel tank via a pipeline; the fuel pump, pneumatic proportional overflow valve, mass flow meter, and second temperature sensor are all electrically connected to the electrical cabinet; a pressure gauge is externally connected to the pipeline between the accumulator and the first pressure pipeline filter, and a sixth ball valve is installed between the pressure gauge and the pipeline; a seventh ball valve is installed on the pipeline between the second pressure pipeline filter and the mass flow meter; a first pneumatic directional valve is externally connected between the fuel inlet of the booster spray bar and the drain port of the overflow tray, a first pressure transmitter is installed at the fuel inlet of the first pneumatic directional valve, and a second pressure transmitter is installed at the fuel outlet of the first pneumatic directional valve; the pressure gauge, the first pressure transmitter, and the second pressure transmitter are all electrically connected to the electrical cabinet; The measurement module includes several measurement units arranged in a straight line, the number of which is the same as the number of nozzles on the booster spray bar. Each measurement unit includes an oil inlet pipe, a measuring cylinder, a third pressure transmitter, and a second pneumatically controlled directional valve. The upper inlet of the oil inlet pipe is located directly below the nozzles of the booster spray bar. The oil inlet pipe passes through an anti-overflow oil receiving pan and is inserted downwards into the measuring cylinder. The oil outlet at the bottom of the measuring cylinder is connected to the main oil tank via the second pneumatically controlled directional valve. The third pressure transmitter is located at the oil outlet at the bottom of the measuring cylinder. The third pressure transmitter is electrically connected to the electrical cabinet. The pneumatic control module includes an air pump, an air assembly, a residual pressure relief valve, a pressure switch, a solenoid valve, a first solenoid directional valve, a cylinder, a linkage rod, a butterfly valve, an electro-proportional valve, a second solenoid directional valve, a third solenoid directional valve, a pressure reducing valve, and a silencer-type exhaust throttle valve. The air pump's intake port is open to the atmosphere, and its exhaust port is connected sequentially to the air control interface of the second pneumatic directional valve in all measurement units via the air assembly, the residual pressure relief valve, and the solenoid valve. The pressure switch is located on the pipeline between the residual pressure relief valve and the solenoid valve. An eighth ball valve is installed on the pipeline between the air pump's exhaust port and the air assembly. The number of butterfly valves is several, the same as the number of measurement units, and one butterfly valve is installed on the oil inlet pipe in each measurement unit. The linkage rod is connected in series with the control terminals of the butterfly valves in all measurement units. The cylinder... The piston rod is connected to the linkage rod via a transmission. Four external pipelines are installed on the pipeline between the residual pressure relief valve and the solenoid switch valve. The first external pipeline is open to the atmosphere, and the pressure reducing valve and the silencer-type exhaust throttle valve are sequentially installed on the first external pipeline. The second external pipeline is connected to the pneumatic control interface of the pneumatic proportional relief valve, and the electro-proportional valve and the first solenoid directional valve are sequentially installed on the second external pipeline. The third external pipeline is connected to the pneumatic control interface of the first pneumatic directional valve, and the second solenoid directional valve is installed on the third external pipeline. The fourth external pipeline is connected to the pneumatic control interface of the cylinder, and the third solenoid directional valve is installed on the fourth external pipeline. The air pump, residual pressure relief valve, pressure switch, solenoid switch valve, first solenoid directional valve, electro-proportional valve, second solenoid directional valve, and third solenoid directional valve are all electrically connected to the electrical cabinet.

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