Aerodynamic layout design method for aero-engine high-speed moving test run platform

Abstract

The invention provides an aero-engine high-speed moving test run platform aerodynamic layout design method, and belongs to the technical field of aero-engines, and the method comprises the steps: analyzing the working process and the stress condition of a high-speed moving test run platform, and determining the design requirements of the test run platform; according to the design requirements, designing the boundary dimension and the structure of the test run platform by adopting a parameterization method, and constructing a geometric model of the test run platform; and based on the geometric model, establishing a dynamical model of the test run platform, carrying out aerodynamic modeling design, and simulating air flow fields of the test run platform at different speeds to verify that the geometric model of the test run platform meets the engine test requirements. According to the processing scheme, the test accuracy and the test efficiency are improved, the stability of the test run platform is enhanced, and the test cost is reduced.

Description

Technical Field

[0001] This application relates to the field of aero-engine technology, and in particular to an aerodynamic layout design method for a high-speed mobile test platform for aero-engines. Background Technology

[0002] Currently, aircraft engine tests in my country are mainly conducted on fixed test platforms. However, this static testing method cannot simulate the dynamic airflow during real-world conditions such as runway, takeoff, and landing, which in turn affects the assessment of engine matching characteristics. Summary of the Invention

[0003] In view of this, embodiments of this application provide an aerodynamic layout design method for a high-speed mobile test platform for aero-engines, which at least partially solves the problem of static test methods affecting the evaluation of engine matching characteristics in the prior art.

[0004] This application provides an aerodynamic layout design method for a high-speed mobile test platform for an aero-engine, the method comprising: The working process and stress conditions of the high-speed mobile test platform were analyzed to determine the design requirements of the test platform. Based on the design requirements, a parametric method was used to design the external dimensions and structure of the test platform, and a geometric model of the test platform was constructed. Based on the geometric model, a dynamic model of the test platform is established, aerodynamic design is carried out, and the airflow field of the test platform at different speeds is simulated to verify that the geometric model of the test platform meets the requirements of engine testing.

[0005] According to a specific implementation of an embodiment of this application, the analysis of the working process and stress conditions of the high-speed mobile test platform includes: The force analysis of the acceleration, sustaining, coasting, and braking phases of the high-speed mobile test platform is as follows: During the acceleration phase, the test platform is subjected to engine thrust, air resistance, and ground friction resistance in the direction of motion. The equation of motion for the acceleration phase is: , , , , Where T is engine thrust, R a It is air resistance, R f The frictional resistance is V, the speed of the test platform is t, the time is m, the total mass of the test platform is C. F Where A is the thrust coefficient, p is the engine pressure, and A is the thrust coefficient. t Let A be the throat area, and C be the frontal area of ​​each component. Dω is the drag coefficient, sgn is the sign function, and ω is the drag coefficient. w F is the angular velocity of the wheel. z For the vertical load on the tire, μ r The coefficient of rolling friction; The thrust and drag forces acting on the test platform in the sustaining section are equal, and the equation of motion for the sustaining section is: ; The test platform in the coasting section is subject to air resistance and frictional resistance. The equation of motion for the coasting section is: ; The equation of motion for the braking segment is: , Where K is the braking resistance.

[0006] According to a specific implementation of an embodiment of this application, the construction of the geometric model of the test platform includes: The chassis, shape, track width, wheelbase, load, crossbeams and longitudinal beams of the test platform are designed. The shape adopts a streamlined shape, the front track width is smaller than the rear track width, and the load is evenly distributed along the axis of travel of the test platform.

[0007] According to one specific implementation of this application, the ground clearance between the chassis and the ground is 150-180mm, the longitudinal beam length is 6500-7500mm, the longitudinal beam width is 1200-1800mm, and the crossbeam length is 2800-3500mm.

[0008] According to a specific implementation of an embodiment of this application, the aerodynamic design includes: The engine mounting height is designed; The leading edge, roof, and wake sections of the test platform were designed.

[0009] According to a specific implementation of an embodiment of this application, the installation height requirement for the engine is: h > 0.5D, where h is the height of the engine centerline from the top of the test platform, and D is the engine inlet diameter.

[0010] According to one specific implementation of an embodiment of this application, the leading edge of the test platform adopts a negative curvature design.

[0011] According to a specific implementation of this application, the profile equation of the leading edge segment is: , Where k is a coefficient, y is the profile equation, x is the lateral position, H is the maximum height of the roof of the test platform, and L is the length of the front of the test platform.

[0012] According to a specific implementation of an embodiment of this application, the verification formula for verifying that the geometric model of the test platform meets the engine test requirements is as follows: , Among them, DC 60 For imported distortion, K1 and K2 are the first empirical coefficient and the second empirical coefficient, respectively, and δ is the displacement thickness of the roof boundary layer.

[0013] According to a specific implementation of an embodiment of this application, the engine test requirement is DC. 60 <3%.

[0014] Beneficial effects: The aerodynamic layout design method for a high-speed mobile test platform for aero-engines in this embodiment can adapt to high-speed testing conditions, improve the accuracy of test data and the stability of the testing process, reduce testing costs, and improve testing efficiency. Specific beneficial effects are as follows: Improve test accuracy: By designing the aerodynamic layout of the test platform, aerodynamic interference at high speeds is reduced, thereby improving the accuracy of engine test data; Enhanced test platform stability: The designed test platform has better aerodynamic performance at high speeds, which enhances the stability of the test process; Reduce testing costs: By reducing the aerodynamic drag of the test platform, energy consumption during the test process is reduced, thus lowering testing costs; Improve testing efficiency: The optimized test platform can quickly adapt to different test conditions, thereby improving testing efficiency. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a parameterized schematic diagram of a test platform according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the aerodynamic model of a test bench according to an embodiment of the present invention; Figure 3 This is a key section of the aerodynamic layout according to an embodiment of the present invention. Detailed Implementation

[0017] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0018] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. This application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] It should be noted that various aspects of embodiments within the scope of the appended claims are described below. It will be apparent that the aspects described herein can be embodied in a wide variety of forms, and any particular structure and / or function described herein is merely illustrative. Based on this application, those skilled in the art will understand that one aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number of aspects set forth herein can be used to implement the device and / or practice the method. Additionally, this device and / or method can be implemented using structures and / or functionalities other than one or more of the aspects set forth herein.

[0020] It should also be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. The illustrations only show the components related to this application and are not drawn according to the number, shape and size of the components in actual implementation. In actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0021] Furthermore, specific details are provided in the following description to facilitate a thorough understanding of the examples. However, those skilled in the art will understand that the described aspects can be practiced without these specific details.

[0022] To more realistically simulate the working environment during aircraft flight and to address the technical challenges of approach and matching evaluation before flight testing, this application presents a research on an aerodynamic layout design method for a high-speed mobile test platform for aircraft propulsion, based on an unmanned mobile transport platform. Through aerodynamic profile design, structural design, and aerodynamic verification, the aerodynamic layout design of the mobile test platform with low flow resistance, uniform inlet, and high chassis stability is completed, enabling free-moving integrated testing of the aircraft propulsion unit.

[0023] Based on the above, this application provides an aerodynamic layout design method for a high-speed mobile test platform for an aero-engine. The following refers to... Figures 1 to 3 Provide a detailed description.

[0024] In one embodiment, an aerodynamic layout design method for a high-speed mobile test platform for an aero-engine is provided, the method comprising: The working process and stress conditions of the high-speed mobile test platform were analyzed to determine the design requirements of the test platform. Based on the design requirements, a parametric method was used to design the external dimensions and structure of the test platform, and a geometric model of the test platform was constructed. Based on the geometric model, a dynamic model of the test platform is established, aerodynamic design is carried out, and the airflow field of the test platform at different speeds is simulated to verify that the geometric model of the test platform meets the requirements of engine testing.

[0025] In practical implementation, the aerodynamic layout design of the test platform mainly considers three sections: the leading edge section, the roof section, and the wake section. Figure 3 As shown, the airflow comes from the far front of the test stand and is blocked at the leading edge of the platform. Part of the airflow rises over the top of the car and flows towards the rear, while the other part flows towards the bottom. Due to the change in shape between the leading edge and the roof section, and the viscosity of the gas, the airflow separates at a certain point on the leading edge, where it becomes laminar and vortices are generated. As the airflow continues, it re-attaches to the car body near the roof section and continues towards the roof. The airflow towards the roof is relatively uniform, essentially laminar. In the design, the separation line and re-attachment line should be as close as possible to reduce the vortex area and lower airflow resistance.

[0026] When the airflow reaches the wake section, it loses its adhesion, making the airflow situation very complex and generating large-scale eddies. These eddies not only cause a decrease in pressure at the rear of the vehicle, increasing pressure drag, but may also increase lift, affecting the adhesion of the test stand.

[0027] After analyzing the flow field of each section of the test bench, the following steps were used for design: Work process analysis: The working process and stress conditions of the high-speed mobile test platform are analyzed, taking into account the gravity, friction, air resistance and other factors encountered during the entire test process, to determine the design requirements of the test platform.

[0028] Structural design: Based on the test requirements, a geometric model of the test bench is constructed, and a parametric method is used to design the external dimensions and structure of the test bench to meet the test requirements of the engine.

[0029] Dynamic model establishment: Based on parametric design, a dynamic model of the test stand is established to simulate the airflow field of the test stand at different speeds and verify that the designed test stand layout meets the test requirements of the engine.

[0030] In one embodiment, the analysis of the working process and stress conditions of the high-speed mobile test platform includes: Analysis of the force conditions of the acceleration, maintenance, gliding and braking sections of the high-speed mobile test platform: (1) Acceleration section: the test platform is accelerated to the required speed; (2) Maintenance section: the test platform maintains a certain speed; (3) Gliding section: the trolley decelerates and glides without any engine thrust; (4) Braking section: the test platform is braked by a braking device (or other means).

[0031] (1) Acceleration phase The acceleration test platform is subjected to engine thrust, air resistance, and ground friction resistance in the direction of motion. The equation of motion for the acceleration phase is: , The thrust of the engine, generated by the engine's operation, is calculated using the following formula: , For estimating air resistance, the test bench experiences a thrust T and air resistance R during its movement. a and frictional resistance R f The effect of air resistance is that air drag is the primary reaction force, which affects the magnitude of the required thrust and the change in torque during motion. The aerodynamic drag formula is: , set up Then there is Because in the subsonic range, C D Since K is approximately a constant, ’ It can be considered a constant. C D The drag coefficient needs to be determined based on a combination of factors, including the shape and speed.

[0032] By calculating the frontal area A of each component separately, K can be determined. ’ The value, that is, R, can be obtained from the above formula. a Curve showing the change of V.

[0033] For frictional resistance R f Estimate: When the test bench rotates on the road surface, the circumference of the tire in contact with the road surface deforms. Some of the energy consumed in this deformation cannot be recovered during the tire's recovery process. Therefore, the change in pressure distribution within the contact area results in higher stress at the front end of the tire compared to the rear end. This energy consumption and pressure deformation generate rolling resistance, a force that is opposite to the tire's direction of motion and proportional to the tire's load.

[0034] , Where T is engine thrust, R a It is air resistance, R f The frictional resistance is V, the speed of the test platform is t, the time is m, the total mass of the test platform is C. F Where A is the thrust coefficient, p is the engine pressure (MPa), and A is the thrust coefficient. t The area of ​​the throat (m²) 2 A represents the frontal area of ​​each component, and C represents the frontal area of ​​each component. D ω is the drag coefficient, sgn is the sign function, and ω is the drag coefficient. w F is the angular velocity of the wheel. z For the vertical load on the tire, μ r The coefficient of rolling friction; During acceleration, the thrust exceeds the resistance, and the speed continues to increase. Because the test platform is equipped with an engine, its center of gravity is higher, making it more prone to pitching and head-up problems during acceleration. A wide wheelbase design is needed to improve roll stiffness and suppress body roll.

[0035] (2) Maintenance phase During the phase where the test stand maintains a constant speed, an engine thrust is required to maintain this constant speed. In other words, the thrust and resistance experienced by the test platform during this maintenance phase are equal. The equation of motion for this maintenance phase is: , Maintaining the force balance on the test stand during peak operation and reaching maximum speed requires ensuring the stability of the aerodynamic and mechanical structures. To reduce aerodynamic drag and maintain speed, the test stand needs a streamlined design. During high-speed operation, it is also necessary to increase the wheelbase and track width to provide yaw stability.

[0036] (3) Gliding section The test platform in the coasting section is only subject to air resistance and frictional resistance, and has no engine thrust. The equation of motion for the coasting section is: , The speed gradually decreases during the gliding phase, with stability being the primary consideration. The low chassis and wide wheelbase design reduce roll moment, resist the effects of random lateral forces, and increase rollover resistance.

[0037] (4) Braking section The equation of motion for the braking segment is: , Where K is the braking resistance. The braking section achieves rapid deceleration through braking, and the design primarily considers braking safety. Due to the high center of gravity of the test vehicle, a larger forward tilting torque is easily generated during braking, requiring the use of a low chassis and long wheelbase design to distribute the braking torque.

[0038] In one embodiment, the geometric model for constructing the test platform includes: The chassis, shape, track width, wheelbase, load, crossbeams and longitudinal beams of the test platform are designed. The shape adopts a streamlined shape, the front track width is smaller than the rear track width, and the load is evenly distributed along the axis of travel of the test platform.

[0039] In practice, the mobile test stand requires a stable overall mechanical structure. During testing, the engine thrust propels the test stand at high speed, and braking is applied after reaching the required speed. To avoid affecting the engine inlet flow field, a stacked structure is adopted, with the engine on top and the test stand below. The engine is designed to be mounted on top of the test stand, which minimizes the impact of the test stand on the engine flow field.

[0040] Based on the above force analysis, the overall design direction of the test bench is as follows: (1) Low chassis: Reduces the center of gravity and improves stability; (2) Streamlined shape: Reduces the impact of aerodynamic shape on the intake and exhaust of the test engine; (3) Wide track and long wheelbase: improve anti-rollover performance, increase support surface, and reduce the dynamic impact of engine thrust on front axle load during platform acceleration; (4) The front wheel track is smaller than the rear wheel track: This reduces the source of yaw moment; the distance between the front and rear wheels is equal to the wheelbase. (5) The load is evenly distributed, with the direction of the vehicle's driving axis as the reference, and should be as uniform as possible to avoid excessive difference in axle load between the front and rear axles; the load is the equipment arranged in the test bench. (6) Openable housing: easy to install and maintain.

[0041] The test bench platform adopts a "main longitudinal beam + multiple transverse beams" structural form, such as... Figure 1 As shown. The main central support section adopts a low-floor design with a ground clearance of approximately 150-180mm. The dual-side suspension sections are raised for front axle steering and rear axle drivetrain configurations. The longitudinal beams are approximately 6500-7500mm long and 1200-1800mm wide. The crossbeams are 2800-3500mm long.

[0042] In one embodiment, the ground clearance between the chassis and the ground is 150 - 180 mm, the length of the longitudinal beam is 6500 - 7500 mm, the width of the longitudinal beam is 1200 - 1800 mm, and the length of the cross beam is 2800 - 3500 mm.

[0043] In one embodiment, the aerodynamic styling design includes: Design the installation height of the engine; Design the leading edge section, the roof section and the wake section of the test platform.

[0044] Furthermore, the requirement for the installation height of the engine is: h > 0.5D, where h is the height of the engine center line from the top of the test platform, and D is the engine inlet diameter.

[0045] Specifically, the engine installation height is the core of the aerodynamic layout design, directly affecting the aerodynamic performance, structural strength and decision variables of the platform. Let the engine inlet diameter be D, and the height of the engine center line from the top of the platform be h. When h < 0.2D, the roof boundary layer is directly sucked into the intake duct, and there will be turbulence at the engine inlet; when 0.2D < h < 0.5D, part of the roof vortex will be卷入 the engine inlet flow field, causing circumferential distortion of the flow field; when D > h > 0.5D, the engine inlet air flow is separated from the roof interference, but the frontal area is increased. According to the engine test requirements, h > 0.5D is selected. At this time, the design key point of the roof air flow is to suppress the air flow separation.

[0046] Furthermore, the leading edge section of the test platform adopts a negative curvature design to delay the boundary layer separation.

[0047] Furthermore, the profile equation of the leading edge section is: , where k is a coefficient, y is the profile equation, x is the lateral position, H is the maximum height of the roof of the test platform, and L is the length of the front of the test platform.

[0048] To avoid the reverse pressure gradient caused by the sudden change of the roof curvature, which leads to air flow separation, make , that is, the top slope changes continuously to maintain the favorable pressure gradient.

[0049] According to the profile design requirements After obtaining the head length L and height H of the test bench and substituting the engine inlet diameter D, calculate the distortion of the engine inlet flow field to verify whether the geometric model of the test platform meets the engine test requirements. The verification formula is as follows: , where DC 60 is the inlet distortion, K1 and K2 are the first empirical coefficient and the second empirical coefficient respectively, δ is the displacement thickness of the roof boundary layer, and the calculation formula For the empirical formula of turbulence, Re L The Reynolds number is based on the hood length. K1 and K2 are empirical coefficients reflecting the sensitivity of different designs to distortion. K1 = 0.1~0.15 (subsonic), K2 = 0.2~0.25 (supersonic); based on test platform design experience, K2 = 0.08±0.01. The distortion requirement DC at the engine test inlet is also considered. 60 If the value is less than 3%, the minimum allowable installation height can be calculated. This step verifies whether the calculated H and L meet the requirements. If they do not meet the requirements, k in the profile equation should be adjusted.

[0050] In one embodiment, the engine test requirement is DC. 60 <3%.

[0051] In one embodiment, the method further includes: The front section of the test bench was designed based on the profile, while the basic aerodynamic shape of other parts was extracted. Relatively complex surfaces that do not affect the overall flow field, such as sealing lines, gaps, and waistlines, were removed from various parts of the vehicle body. Simultaneously, uneven surfaces were smoothed, and the detailed features of the vehicle body were simplified into a series of smooth curved surfaces, such as... Figure 2 As shown.

[0052] After obtaining the basic aerodynamic shape, an aerodynamic analysis is performed on it to verify its feasibility.

[0053] The vehicle has a maximum speed of 300 km / h, and the Mach number Ma in the entire flow field is 0.25. When Ma ≤ 0.3, the compressibility of the airflow can be ignored. The final physical model is determined to be a steady (constant determined), isothermal, and incompressible three-dimensional flow field. In reality, the boundary of the computational domain should be at infinity outside the vehicle, but due to computational limitations, a clearly defined computational domain needs to be specified. The computational domain is set as a cuboid to facilitate subsequent boundary delineation. The inlet length of the computational domain is three times the vehicle length to ensure sufficient inlet length for stable incoming flow. The wake has a significant impact on the aerodynamic characteristics of the vehicle; therefore, the outlet length also needs to be sufficiently long. The outlet length is seven times the vehicle length, the width is four times the vehicle width, and the height is five times the vehicle height. The section directly in front of the train is the inlet boundary, set as a velocity inlet condition. The section directly behind the rear of the test bench is the outlet boundary, set as a pressure outlet condition, with a magnitude of one standard atmosphere. The ground is set as a moving wall with the same velocity as the uniform incoming flow. The ICEMCFD mesh generation tool was used to generate the mesh, which was an unstructured tetrahedral mesh. During mesh generation, the maximum size for the external field was set to 2000 mm, and the maximum size for the train surface mesh was set to 100 mm. The specific geometric dimensions of the test platform are shown in Table 1 below.

[0054] Table 1. Geometric Dimensions of the Test Platform

[0055] The flow field distribution during train operation was simulated using Fluent software. The air trace distribution of the intermediate cross-section of the basic aerodynamic model is shown in the figure below. Figure 2 As shown, the diagram visually illustrates the gas movement path around the transport platform, reflecting the airflow direction and velocity changes. The diagram reveals a smooth flow field above the transport platform, indicating a stable airflow region that meets the test requirements for engine inlet airflow. Furthermore, the wake turbulence is small and within the normal range, consistent with reality, indicating that the aerodynamic design is usable and meets the engine testing requirements. Substituting the engine diameter of 0.8m and the front length of 1.8m, the installation height is calculated to be h≥0.56m. At this height, the flow field over the vehicle roof is stable and meets the test requirements.

[0056] The embodiments provided by this invention can adapt to high-speed testing conditions, improve the accuracy of test data and the stability of the testing process, reduce testing costs, and improve testing efficiency. Specific beneficial effects are as follows: Improve test accuracy: By designing the aerodynamic layout of the test platform, aerodynamic interference at high speeds is reduced, thereby improving the accuracy of engine test data; Enhanced test platform stability: The designed test platform has better aerodynamic performance at high speeds, which enhances the stability of the test process; Reduce testing costs: By reducing the aerodynamic drag of the test platform, energy consumption during the test process is reduced, thus lowering testing costs; Improve testing efficiency: The optimized test platform can quickly adapt to different test conditions, thereby improving testing efficiency.

[0057] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. An aerodynamic layout design method for a high-speed mobile test platform for an aero-engine, characterized in that, The method includes: The working process and stress conditions of the high-speed mobile test platform were analyzed to determine the design requirements of the test platform. Based on the design requirements, a parametric method was used to design the external dimensions and structure of the test platform, and a geometric model of the test platform was constructed. Based on the geometric model, a dynamic model of the test platform is established, aerodynamic design is carried out, and the airflow field of the test platform at different speeds is simulated to verify that the geometric model of the test platform meets the requirements of engine testing.

2. The aerodynamic layout design method for a high-speed mobile test platform for aero-engines according to claim 1, characterized in that, The analysis of the working process and stress conditions of the high-speed mobile test platform includes: The force analysis of the acceleration, sustaining, coasting, and braking phases of the high-speed mobile test platform is as follows: During the acceleration phase, the test platform is subjected to engine thrust, air resistance, and ground friction resistance in the direction of motion. The equation of motion for the acceleration phase is: ， ， ， ， Where T is engine thrust, R a It is air resistance, R f The frictional resistance is V, the speed of the test platform is t, the time is m, the total mass of the test platform is C. F Where A is the thrust coefficient, p is the engine pressure, and A is the thrust coefficient. t Let A be the throat area, and C be the frontal area of ​​each component. D ω is the drag coefficient, sgn is the sign function, and ω is the drag coefficient. w F is the angular velocity of the wheel. z For the vertical load on the tire, μ r The coefficient of rolling friction; The thrust and resistance experienced by the test platform in the sustaining section are equal, and the equation of motion for the sustaining section is: ； The test platform in the coasting section is subject to air resistance and frictional resistance. The equation of motion for the coasting section is: ； The equation of motion for the braking segment is: ， Where K is the braking resistance.

3. The aerodynamic layout design method for a high-speed mobile test platform for aero-engines according to claim 1, characterized in that, The geometric model for constructing the test platform includes: The chassis, shape, track width, wheelbase, load, crossbeams and longitudinal beams of the test platform are designed. The shape adopts a streamlined shape, the front track width is smaller than the rear track width, and the load is evenly distributed along the axis of travel of the test platform.

4. The aerodynamic layout design method for a high-speed mobile test platform for aero-engines according to claim 3, characterized in that, The ground clearance between the chassis and the ground is 150-180mm, the longitudinal beam length is 6500-7500mm, the longitudinal beam width is 1200-1800mm, and the crossbeam length is 2800-3500mm.

5. The aerodynamic layout design method for a high-speed mobile test platform for aero-engines according to claim 1, characterized in that, The aerodynamic design includes: The engine mounting height is designed; The leading edge, roof, and wake sections of the test platform were designed.

6. The aerodynamic layout design method for a high-speed mobile test platform for an aero-engine according to claim 5, characterized in that, The required installation height of the engine is: h > 0.5D, where h is the height of the engine centerline from the top of the test platform, and D is the engine inlet diameter.

7. The aerodynamic layout design method for a high-speed mobile test platform for an aero-engine according to claim 6, characterized in that, The leading edge of the test platform is designed with negative curvature.

8. The aerodynamic layout design method for a high-speed mobile test platform for an aero-engine according to claim 7, characterized in that, The profile equation of the leading edge segment is: ， Where k is a coefficient, y is the profile equation, x is the lateral position, H is the maximum height of the roof of the test platform, and L is the length of the front of the test platform.

9. The aerodynamic layout design method for a high-speed mobile test platform for an aero-engine according to claim 8, characterized in that, The verification formula for ensuring that the geometric model of the test platform meets the engine test requirements is as follows: ， Among them, DC 60 For imported distortion, K1 and K2 are the first empirical coefficient and the second empirical coefficient, respectively, and δ is the displacement thickness of the roof boundary layer.

10. The aerodynamic layout design method for a high-speed mobile test platform for an aero-engine according to claim 9, characterized in that, The engine test requirement is DC. 60 <3%.

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