Method and apparatus for testing coating performance of engine hot section components

Abstract

The application discloses a method and device for testing coating performance of an engine hot-end component, and the method comprises the following steps: obtaining working condition data of an engine, wherein the working condition data comprises task profile data, simulation data and measured data of the engine; establishing a temperature model, a corrosion load model and a fatigue stress model based on the working condition data; determining an environment spectrum of the engine based on the working condition data, the temperature model, the corrosion load model and the fatigue stress model, wherein the environment spectrum comprises a time sequence of multiple working conditions of the engine and corresponding environment test parameters in the multiple working conditions; and testing a coating sample of the engine based on the environment spectrum to obtain a test result of the coating sample. The application establishes a mapping relationship between test environment parameters and actual working conditions, and overcomes the simulation distortion problem caused by using fixed environment parameters for testing in the prior art.

Description

Technical Field

[0001] This application relates to the field of aero-engine technology, and in particular to a method and apparatus for testing the coating performance of hot-end components of an engine. Background Technology

[0002] Shipborne aero-engines operate in a marine environment, where their hot-end components face complex and harsh conditions such as high temperature, high salt spray, and high humidity. The coatings on these hot-end components play a crucial role in protecting them from damage such as corrosion, oxidation, and thermal fatigue. However, testing the performance of coatings by considering only a single parameter leads to experimental results that deviate from actual performance and are therefore not meaningful. Summary of the Invention

[0003] The purpose of this application is to provide a test method and apparatus for the coating performance of engine hot-end components, which is used to establish a mapping relationship between test environment parameters and actual working conditions, and overcomes the simulation distortion problem caused by using fixed environmental parameters in the prior art.

[0004] To achieve the above objectives, this application provides the following technical solution: a method for testing the coating performance of engine hot-end components, comprising:

[0005] Acquire engine operating condition data, including engine mission profile data, simulation data, and measured data;

[0006] Based on the aforementioned operating condition data, a temperature model, a corrosion load model, and a fatigue stress model are established.

[0007] Based on the operating condition data, the temperature model, the corrosion load model, and the fatigue stress model, the environmental spectrum of the engine is determined. The environmental spectrum includes time series of multiple operating conditions of the engine and environmental test parameters corresponding to each of the multiple operating conditions.

[0008] The coating sample of the engine was tested based on the environmental spectrum to obtain the test results of the coating sample.

[0009] The testing method for the performance of engine hot-end component coatings provided in this application ensures the comprehensiveness and authenticity of the data by acquiring multi-source operating condition data covering engine mission profile data, simulation data, and measured data. Based on this, specialized models (temperature model, corrosion load model, and fatigue stress model) are established using the acquired operating condition data to map temperature fields, corrosion environments, and mechanical loads, thereby establishing a mapping relationship between test environment parameters and actual operating conditions. Then, based on the above data and models, an environmental spectrum is obtained that integrates the time series of engine mission profiles and multi-factor environmental parameters under actual operating conditions. This environmental spectrum can dynamically simulate the environmental changes and synergistic effects of the engine under different operating conditions (such as start-up, cruise, and shutdown). Finally, testing based on this environmental spectrum yields more accurate test results and enables accelerated laboratory testing to more realistically reflect the performance degradation behavior of the coating in complex and dynamic shipborne marine environments, thereby improving the accuracy and reliability of coating lifespan prediction. This fundamentally overcomes the simulation distortion problem caused by using fixed environmental parameters in existing technologies, providing a more scientific experimental basis for the design optimization, maintenance interval determination, and safety assessment of engine hot-end components.

[0010] This application also provides a device for testing the coating performance of engine hot-end components, including:

[0011] The acquisition module is used to acquire engine operating condition data, which includes engine mission profile data, simulation data, and measured data.

[0012] The processing module is used to establish a temperature model, a corrosion load model, and a fatigue stress model based on the operating condition data.

[0013] The processing module is also used to determine the environmental spectrum of the engine based on the operating condition data, the temperature model, the corrosion load model and the fatigue stress model. The environmental spectrum includes the time series of multiple operating conditions of the engine and the corresponding environmental test parameters for each of the multiple operating conditions.

[0014] The module is used to test the coating sample of the engine based on the environmental spectrum and obtain the coating test results of the engine.

[0015] Compared with the prior art, the beneficial effects of the engine hot-end component coating performance testing device provided in this application are the same as the beneficial effects of the engine hot-end component coating performance testing device method described in the above technical solution, and will not be repeated here. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1 A flowchart illustrating a method for testing the coating performance of engine hot-end components according to an exemplary embodiment of this application is shown;

[0018] Figure 2 A schematic block diagram of the functional modules of an engine hot-end component coating performance testing apparatus according to an exemplary embodiment of this application is shown. Detailed Implementation

[0019] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0020] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on or indirectly on that other component. When a component is referred to as being "connected to" another component, it can be directly connected to or indirectly connected to that other component.

[0021] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise expressly specified. "Several" means one or more, unless otherwise expressly specified.

[0022] In the description of this application, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0023] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "joining" 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; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0024] Shipborne aero-engines operate in a marine environment, where their hot-end components face complex and harsh conditions such as high temperatures, high salt spray, and high humidity. The coatings on these hot-end components play a crucial role in protecting them from damage such as corrosion, oxidation, and thermal fatigue. However, in actual shipborne environments, evaluating coating performance requires a long timeframe and is affected by numerous real-world operational factors, making it difficult to accurately analyze key indicators such as coating performance and lifespan in isolation.

[0025] Currently used methods for testing the coating performance of hot-end components of shipborne aero-engines typically employ fixed parameters. However, actual shipborne aero-engines undergo cyclical operating condition switching during service, including start-up, operation, and shutdown. Environmental parameters (such as engine speed, turbine inlet temperature, ambient salt spray concentration, and humidity) dynamically change under these different operating conditions. Therefore, current testing methods for the coating performance of hot-end components of shipborne aero-engines have significant shortcomings. They fail to match the actual service conditions of aero-engines, completely ignoring the impact of these dynamic changes on coating performance degradation, resulting in a fundamental difference between the test environment and the actual service environment. Furthermore, the coatings of hot-end components of shipborne aero-engines are subjected to the combined corrosion of multiple environmental factors during actual service, including high temperature, high salt spray, high humidity, and mechanical fatigue. For example, during shutdown, high salt spray and high humidity jointly accelerate coating corrosion, while during operation, high temperature and mechanical fatigue synergistically exacerbate coating crack formation. Current technologies, which simulate the effect of only one environmental factor using a single fixed parameter, cannot reproduce the synergistic mechanism of multiple environmental factors and fail to accurately reflect the performance degradation process of the coating under actual operating conditions. Therefore, the coating performance data (such as lifespan and degradation rate) obtained by the current testing methods deviate significantly from the actual performance of the coating in a real marine environment. This makes it impossible to accurately predict the lifespan and performance degradation of the coating during the actual service of shipborne aero engines, resulting in test results that have no guiding significance.

[0026] To overcome the above problems, this application proposes a testing method and apparatus for the coating performance of hot-end components of an engine, in order to establish a mapping relationship between laboratory environmental parameters and actual engine operating parameters, and to establish a coupled simulation of multiple environmental factors and actual mission profiles, thereby more realistically and accurately reproducing the performance degradation behavior of the coating of hot-end components of shipborne aero-engines in marine service environment, so as to accurately predict their service life.

[0027] Figure 1 A flowchart illustrating a test method 100 for the coating performance of an engine hot-end component according to an exemplary embodiment of this application is shown. Figure 1 As shown, the test method 100 for testing the coating performance of engine hot-end components provided in this application includes the following steps.

[0028] Step 110: Obtain engine operating condition data, including engine mission profile data, simulation data, and measured data.

[0029] In one example, the mission profile data described above is derived from the historical flight mission records of shipborne aircraft engines, reflecting the complete engine start-up, takeoff, cruise, landing, and shutdown missions. Mission profile data includes one or more of flight data, environmental data, and time data. For example, mission profile data may include only flight data, or environmental data, or time data, or it may include flight data, environmental data, and time data, etc.

[0030] The aforementioned flight data can be data acquired through an onboard data recording system, including one or both of the engine's mechanical and temperature data. Mechanical data can include engine speed and torque, etc. Temperature data can include turbine inlet temperature, exhaust temperature, and gas combustion temperature at various cross-sections, etc.

[0031] The aforementioned environmental data can be data recorded synchronously with flight status or obtained by inversion from flight parameters, including one or both of atmospheric data and corrosion condition data. Atmospheric data may include flight altitude, Mach number, external atmospheric pressure, and ambient temperature. Corrosion condition data may include salt spray concentration, humidity, and pollutant (such as Cl) levels estimated or monitored based on flight altitude, sea location, and meteorological data. - Concentration, etc.

[0032] The aforementioned time data can be statistically obtained after dividing the mission profile into stages. It may include one or more of the following: the duration of the engine start-up stage, the duration of the cruise stage, and the duration of the shutdown stage. The specific duration can be determined based on the actual situation of the test sample.

[0033] Historical data may be missing for extreme operating conditions or certain local parameters. In such cases, engine performance simulation models can be used to supplement this data, obtaining more comprehensive engine operating condition data and improving the accuracy of prediction results. Simulation data can include one or more of the following: thermodynamic data, aerodynamic data, and corrosion condition data obtained by simulating different engine operating conditions using engine performance simulation models. The thermodynamic, aerodynamic, and corrosion condition data obtained through the simulation process fill the gaps in the engine's internal microenvironment data, which are difficult to obtain through external measurements. This is of great significance for establishing accurate mapping relationships between laboratory environmental parameters.

[0034] In one example, proven aero-engine performance simulation software (such as GasTurb or NPSS) or a self-built model that accurately reflects the engine's aerodynamic and thermodynamic characteristics can be used. By inputting the aforementioned mission profile data into the simulation model, more detailed thermodynamic, aerodynamic, and corrosion condition data under different operating conditions can be simulated. It is understood that the thermodynamic data here can be component wall temperature or heat flux density, the aerodynamic data can be flow velocity or pressure distribution, and the corrosion condition data can be the deposition rate of corrosive substances, such as the deposition rate of NaCl, the deposition rate of Na2SO4, the chemical composition of the deposits, and the local environment.

[0035] To calibrate the simulation model, verify the accuracy of the mission profile data, and directly obtain key environmental load inputs, targeted measurements need to be performed in a controlled test environment or actual service environment to obtain measured data. This measured data may include corrosion condition data obtained from actual measurements under the target operating conditions.

[0036] In one example, measured data can be obtained by conducting measurements on a ground-based engine test bench. Specifically, this can be achieved by simulating a marine atmospheric environment, such as injecting a salt spray solution of a specific concentration and pH value into the air intake, and deploying sensors and sampling devices to directly measure the surface temperature history, sediment characteristics, and environmental parameters of hot-end components. The surface temperature history of hot-end components can be measured using embedded or attached thermocouples to measure the temperature changes of turbine blades or combustion chamber walls during startup, stable operation, and shutdown cooling. Sediment characteristics can be obtained by collecting sediments from the component surfaces after the test run and determining their chemical composition through physicochemical analysis, such as determining the content and deposition amount of NaCl, Na₂SO₄, and CaSO₄. Environmental parameters can be obtained by real-time monitoring of temperature, humidity, and salt spray deposition rate within the test chamber. It is understood that the physicochemical analysis here includes, but is not limited to, methods such as ion chromatography and X-ray diffraction.

[0037] In another example, field measurements can also be conducted to obtain actual data. Specifically, by performing borescope inspections or disassembly inspections on engines that have been in service for a certain period of time, the degradation morphology data such as corrosion products and crack distribution on the coating surface can be measured. This degradation morphology data can then be correlated with the engine's specific flight hours, mission history, and maintenance records to obtain correlation data between time, environment, and degradation status.

[0038] Step 120: Based on operating condition data, establish temperature, corrosion load, and fatigue stress models. Based on the operating condition data, temperature, corrosion load, and fatigue stress models were established respectively, comprehensively mapping the key loads in the actual service environment of the engine from three dimensions: thermal, chemical, and mechanical. This establishes a mapping relationship between laboratory parameters and the engine's real operating conditions, overcoming the shortcomings of traditional methods that rely solely on single fixed parameters for prediction. It is understandable that the coefficients in the above models can be determined through fitting actual data.

[0039] Step 130: Based on operating condition data, temperature model, corrosion load model, and fatigue stress model, determine the engine's environmental spectrum. The environmental spectrum includes time series of multiple engine operating conditions and corresponding environmental test parameters for each condition. Thus, the environmental spectrum represents a time-compression and physical equivalence of the actual service process in the laboratory. It not only replicates the sequence of real-world operations but, more importantly, scientifically converts the actual load at each moment into precisely controllable physical parameters in the laboratory. This allows subsequent accelerated testing to faithfully reproduce the damage accumulation process of the coating under complex alternating environments, improving the accuracy of coating life prediction.

[0040] Step 140: Test the engine coating sample based on environmental spectrum to obtain the engine coating test results. Environmental spectrum testing allows the damage types, damage sequence, and damage accumulation effects experienced by the sample in a short time in the laboratory to be highly similar to the long-term service conditions of the coating in a real environment, thereby improving the accuracy of the test results and enabling precise prediction of the coating's actual service life.

[0041] In some embodiments, due to the extreme conditions that may exist in the actual operating conditions of the engine, the above method further includes: establishing a shutdown corrosion load model corresponding to the shutdown condition and an oxidation temperature model corresponding to the high-temperature oxidation condition based on operating condition data. It is understood that the operating temperature corresponding to the high-temperature oxidation condition can be a point value or a range value, etc. By establishing specialized models for these two extreme conditions—shutdown and high-temperature operation—a more accurate mapping of critical damage stages in the service environment is achieved, avoiding simulation biases that may arise from using a single, general model. The shutdown corrosion load model is designed for electrochemical corrosion under low-temperature and high-humidity conditions, ensuring that the parameters (concentration, pH, temperature) of the laboratory salt spray test accurately reflect the real corrosion environment of the ship's deck. The oxidation temperature model, through a determined acceleration factor, can shorten the time required for the oxidation test without introducing abnormal failure mechanisms.

[0042] In one example, the shutdown corrosion load model described above is specifically designed for the engine shutdown state. In this state, the temperature of the engine's hot-end components decreases, but they are exposed to a high-humidity, high-salt-spray deck environment, where corrosion is primarily an electrochemical process. Therefore, this model is used to map the environmental exposure conditions during shutdown to parameters from laboratory accelerated corrosion tests. The shutdown corrosion load model is determined by altitude and shutdown time, and its expression can be: Where H is the height and t is the downtime, determined by a regression model.

[0043] In another example, the oxidation temperature model described above is specifically designed for the high-temperature oxidation stage of an engine, used to determine the temperature for accelerated oxidation tests in the laboratory. An acceleration factor is used to convert the actual operating temperature corresponding to the high-temperature oxidation condition of the engine into a laboratory temperature, thereby accelerating the oxidation process without altering the failure mechanism. The expression for the oxidation temperature model can be: ,in, T lab This is the temperature for the high-temperature oxidation test. T max The engine's actual maximum operating temperature, that is, the operating temperature corresponding to high-temperature oxidation conditions. k =1.2-1.5, k As an acceleration factor, it is understandable that... k The value can be determined by fitting high-temperature oxidation test data of the coating material. For example, using the Arrhenius model, coating oxidation tests can be conducted at multiple stress levels higher than the actual operating temperature, measuring the oxide layer growth rate at each temperature and generating a relationship curve. By linearly fitting this relationship curve, the oxidation rate at the actual temperature can be extrapolated. Acceleration factor kThis is the ratio of the oxidation rate at the laboratory accelerated temperature to the oxidation rate at the extrapolated actual temperature. k The value typically falls within the range of 1.2-1.5 to ensure that the failure mechanism is not altered while accelerating the process.

[0044] In some embodiments, under non-high-temperature oxidation conditions, the above-described temperature model can be used to calculate laboratory temperature parameters. Specifically, the temperature model can be determined based on the operating baseline temperature, temperature change, and temperature holding time. The laboratory temperature can be dynamically mapped according to the engine operating state (e.g., starting, cruising, stopping), and the expression for the temperature model can be: ,in, T base The base temperature for coating operation can be set according to the engine status; △T flight This represents the change in coating temperature during flight; t hold Here, α and β represent the temperature holding time, and α and β are coefficients fitted through multiple regression analysis. For example, multiple sets of data pairs corresponding to different mission profiles can be extracted from the operating condition data obtained in step 110. Each data pair includes: the coating temperature change during flight, the temperature holding time in the corresponding state, and the laboratory equivalent failure time of the coating sample in that state obtained through simulation or actual measurement. In the laboratory, the coating's base working temperature is set to a fixed value, and a series of accelerated tests under different data pairs are designed. The time required for each data pair to reach the same preset failure standard (e.g., a 20% decrease in adhesion) in the accelerated test is recorded. Then, a mathematical relationship is established between time and the coating temperature change during flight and the temperature holding time in the corresponding state. Using multiple linear regression or least squares method, multiple sets of test data (time, coating temperature change during flight, and temperature holding time in the corresponding state) are fitted to calculate the coefficients α and β that minimize the error between the model-predicted failure time and the laboratory-measured failure time.

[0045] In some embodiments, under non-shutdown operating conditions, the above-described corrosion load model can be used to calculate laboratory corrosion load parameters. The corrosion load model can be determined based on corrosion ion concentration, relative humidity, and dew time. Specifically, actual flight altitude, humidity, salt spray concentration, etc., can be mapped to laboratory corrosion loads, and the expression for the resulting corrosion load model can be: ,in, RH Relative humidity, t wet For the time of wet dew, k 1 、k 2 、k3 represents the coefficients fitted through environmental coupling experiments. For example, multiple sets of environmental data containing specific chloride and sulfate ions, relative humidity, and dew time can be extracted, along with the corresponding corrosion depth or corrosion morphology grade of the coating samples under actual or simulated conditions. Single-factor and multi-factor coupled corrosion experiments can be conducted in a controlled laboratory environment. Humidity and time can be fixed, while salt spray concentration can be varied to obtain the relationship between corrosion rate and chloride ions, thus preliminarily determining... k The range of 1. Then, orthogonal or full-factor experiments can be designed to change the levels of four factors: chloride and sulfate ions, relative humidity, and dew time. The experimental results (such as corrosion weight loss) can be statistically analyzed. Finally, a multivariate nonlinear regression method can be used to fit the corrosion results data with the input data of the four factors, thereby determining a set of... k 1 、k 2 、k 3 coefficients.

[0046] In some embodiments, the fatigue stress model described above is determined based on the maximum stress value, the average stress value, and the ultimate strength of the engine material during engine operation. Specifically, the equivalent stress amplitude can be calculated based on the Goodman diagram and the actual number of start-stop cycles, resulting in the following expression for the fatigue stress model: ,in, σ max This represents the maximum stress experienced by an aero-engine blade during operation. σ m This refers to the average stress experienced by the aero-engine blades during operation. σ u This refers to the ultimate strength of aero-engine blade materials.

[0047] In some embodiments, determining the engine's environmental spectrum based on operating condition data, temperature model, corrosion load model, and fatigue stress model further includes: determining multiple operating conditions of the engine and the duration of each of the multiple operating conditions based on the operating condition data; determining environmental test parameters for each of the multiple operating conditions based on the operating condition data, temperature model, corrosion load model, and fatigue stress model for each of the multiple operating conditions; and determining the environmental spectrum based on the duration of each of the multiple operating conditions and the environmental test parameters for each of the multiple operating conditions.

[0048] In one example, a complete engine duty cycle can be decomposed into continuous operational phases with different environmental characteristics by analyzing mission profile data. For instance, a typical shipboard mission can be divided into five operational phases: start-up, climb, cruise, landing, and shutdown. Then, based on the duration of each operational phase in the mission profile data and by introducing a time acceleration factor, the compressed duration of the corresponding phase in laboratory testing can be calculated. For example, if the cruise phase in a real mission is 90 minutes, and an acceleration factor of 10 is selected, then the duration of the cruise simulation phase in the laboratory environmental spectrum is set to 9 minutes. It should be noted that the acceleration factor here can be set according to actual conditions and is not restricted here.

[0049] Then, the parameters for each of the above operating conditions can be calculated using the model mentioned above, resulting in a set of dynamic environmental test parameters for each operating condition, including temperature, corrosive media (type, concentration, humidity), mechanical stress, and other dimensions.

[0050] For example, when it is necessary to calculate the temperature parameters for a certain operating condition, the flight temperature data (such as TET) and time data corresponding to that operating condition can be input into the temperature model to determine the temperature parameters. For example, during the cruise phase, the temperature model calculates the temperature profile that should be set in the laboratory based on the input TET=1500℃ and the cruise duration, which may be: to heat up to 1150℃ within 3 minutes and maintain it for 6 minutes.

[0051] When it is necessary to calculate the corrosion environment parameters for a specific operating condition, the corresponding environmental data (such as altitude, salt spray concentration, and humidity) can be input into the corrosion load model for calculation, thus obtaining the corrosion environment parameters for that operating condition. For example, for the climbing phase, the corrosion load model outputs a salt spray concentration change that decreases over time, such as linearly decreasing from 5% to 0.5%, based on the change in salt spray concentration from sea level to cruising altitude.

[0052] When it is necessary to calculate the mechanical load parameters for a specific operating condition, the corresponding mechanical data (such as speed changes) can be input into the fatigue stress model to obtain the mechanical load parameters for that operating condition. For example, for the startup phase, the fatigue stress model outputs a corresponding equivalent stress amplitude (e.g., 350 MPa) and loading frequency (e.g., 10 Hz) based on the stress spectrum generated during rotor acceleration. Alternatively, the shutdown corrosion load model and oxidation temperature model can be used to determine the parameters for extreme cases, similar to the methods described above, and will not be elaborated further here.

[0053] Then, the environmental test parameter set corresponding to each operating condition stage, along with the compression duration in the laboratory test corresponding to each operating condition stage, can be integrated to obtain an environmental spectrum. This environmental spectrum, in chronological order, restricts the operations and corresponding environmental parameters that the test equipment needs to perform at each time point or time period. By generating the environmental spectrum, the transformation from complex actual operating condition data to a controllable laboratory test procedure is realized. Moreover, the environmental spectrum simultaneously carries the timing of actual service and the equivalent load intensity, thereby ensuring that subsequent accelerated tests can accurately reproduce the coupling process of multi-factor environmental parameters and mechanics that lead to coating degradation, improving the accuracy of coating life prediction.

[0054] In one example, the aforementioned environmental spectrum may include: setting the 0-3 minute start-up phase, with the temperature rising from room temperature to 800°C, applying an alternating stress load of 350 MPa at a frequency of 10 Hz; the 4-12 minute ramp-up phase, with the temperature rising from 800°C to 1150°C, the salt spray concentration linearly decreasing from 5% to 0.5%, and the humidity at 85%; the 13-21 minute cruise phase, with the temperature maintained at 1150°C, the salt spray concentration maintained at 0.5%, and a mixed salt of sodium sulfate and sodium chloride deposited, while applying an alternating stress load of 200 MPa; the 22-25 minute descent phase, with the temperature rapidly decreasing from 1150°C to 600°C, and the salt spray stopping; and the 26-36 minute shutdown phase, with the temperature maintained at 35°C, the salt spray concentration at 5%, and the humidity at 95%.

[0055] In some embodiments, the above-mentioned testing of the engine coating sample based on the environmental spectrum to obtain the test result of the coating sample further includes: determining a preset number of cycles based on the design life of the coating and the acceleration factor corresponding to the environmental spectrum, wherein the preset number of cycles includes a first number of cycles; testing the engine coating sample based on the environmental spectrum at the first number of cycles to obtain a first test result corresponding to the first number of cycles; if the first test result meets the coating failure condition, determining the first test result as the test result of the coating sample. It is understood that the coating sample involved in the embodiments of this application is a coating sample prepared with the same material and process as a real engine. The design life of the coating in the coating sample is the expected effective usage time without loss of function during product design, thereby theoretically ensuring the longevity of product use. It can be provided by the coating manufacturer, etc., and is not limited here. The acceleration factor refers to the ratio of the product life characteristic value under accelerated stress to that under normal stress. It is a dimensionless number and an important parameter in accelerated life testing, also known as the acceleration coefficient. It can be set according to actual conditions, for example, it can be calculated using the above model. Specifically, the coating damage parameters measured in the laboratory can be calculated using each of the above models, and the laboratory time corresponding to the damage parameter can be correlated with the actual duration corresponding to the damage parameter to determine the acceleration factor. When the acceleration factors determined by each model are different, the one with the smallest value can be selected as the final determined acceleration factor. The first cycle number can refer to any cycle number less than or equal to the preset cycle number.

[0056] In one example, based on engine design specifications, the design life of the coating under the target shipborne mission profile can be determined to be 1500 hours. Assuming an acceleration factor of 15 for the environmental spectrum, this means that completing one full test cycle in the laboratory causes damage to the coating equivalent to 15 hours of operation in a real environment. Therefore, the preset number of cycles can be determined to be 100. After determining the preset number of cycles, the sample can be tested according to the environmental spectrum specifications. After completing one full test cycle, the sample undergoes performance testing to obtain the first test result. It is understood that the performance testing in this embodiment may include: after each cycle, testing of appearance, microstructure, hardness, adhesion, and thermal insulation performance, with a focus on degradation behaviors such as crack propagation, peeling, hardness decrease, and adhesion loss. In this embodiment, when testing the performance of the sample, the interfacial adhesion of the coating is mainly tested to obtain the adhesion value after the first cycle. Therefore, in this embodiment, the coating failure condition can be that the adhesion value drops below 60% of the initial adhesion value. After each cycle, the performance of the sample needs to be tested to obtain the adhesion value. At this time, it can be determined whether the adhesion value meets the coating failure condition. If the coating failure condition is met, the coating is considered to have failed, and the cycle is stopped. The final test results of the coating sample can include the actual number of cycles, adhesion value, and morphology. If the coating failure condition is not met, it is determined that the coating has not failed after the current cycle. Then it is determined whether all preset cycles have been completed. If the preset cycles have not been completed, the next cycle process continues. If the preset cycles have been completed and the coating has not failed, the test is stopped. At this time, the adhesion value after the 100th cycle is the final test result of the coating sample, indicating that the coating has passed the design life test.

[0057] For example, if the failure threshold is set to 30 N, and the adhesion value is measured to be 28 N after the 65th cycle, which is lower than the failure threshold of 30 N, then the final test result for the coated sample is that the coating failed after 65 accelerated cycles, with the main failure mode being loss of interfacial adhesion. The equivalent service life corresponding to this result is 65 × 15 = 975 flight hours, which is lower than the design life of 1500 hours.

[0058] For example, if the test successfully completes all 100 cycles, and the adhesion value is measured to be 35 N after the 100th cycle, which is still higher than the failure threshold, then the final test result of the coating sample is that the coating did not fail after 100 accelerated cycles (equivalent to 1500 flight hours), the key performance remained good, and the design life requirements were met.

[0059] In some embodiments, the method further includes determining the predicted lifespan of the engine coating based on coating test results. In one example, a coating performance degradation database can be established, and the coating lifespan under actual operating conditions can be predicted using methods such as curve fitting and degradation models, and then compared and verified with actual engine operating data. It should be noted that the above method for predicting the coating lifespan under actual operating conditions is a conventional method and is not limited thereto.

[0060] The foregoing primarily describes the solutions provided in this application from the perspective of the server. It is understood that, in order to implement the above functions, the server includes the corresponding hardware structures and / or software modules for executing each function. Those skilled in the art should readily recognize that, based on the units and algorithm steps of the examples described in conjunction with the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed in hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0061] This application embodiment can divide the server into functional units according to the above method example. For example, it can divide each function into a separate functional module, or it can integrate two or more functions into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0062] In the case of dividing each functional module according to its respective function, an exemplary embodiment of this application provides an engine hot-end component coating performance testing device, which can be a server or a chip applied to a server. Figure 2 A schematic block diagram of the functional modules of an engine hot-end component coating performance testing apparatus according to an exemplary embodiment of this application is shown. Figure 2 As shown, the engine hot-end component coating performance testing device 200 includes:

[0063] The acquisition module 210 is used to acquire the engine's operating condition data, which includes the engine's mission profile data, simulation data, and measured data.

[0064] Processing module 220 is used to establish a temperature model, a corrosion load model, and a fatigue stress model based on the operating condition data;

[0065] The processing module 220 is further configured to determine the environmental spectrum of the engine based on the operating condition data, the temperature model, the corrosion load model, and the fatigue stress model. The environmental spectrum includes time series of multiple operating conditions of the engine and environmental test parameters corresponding to each of the multiple operating conditions.

[0066] The module 230 is used to test the coating sample of the engine based on the environmental spectrum and obtain the coating test results of the engine.

[0067] In some embodiments, the processing module 220 is further configured to establish a shutdown corrosion load model corresponding to the shutdown condition and an oxidation temperature model corresponding to the target temperature based on the operating condition data.

[0068] In some embodiments, the temperature model described above is determined based on the operating base temperature, the amount of temperature change, and the temperature holding time; and / or, the corrosion load model is determined based on the corrosion ion concentration, relative humidity, and dew time; and / or, the fatigue stress model is determined based on the maximum stress during engine operation, the average stress during engine operation, and the ultimate strength of the engine material.

[0069] In some embodiments, the shutdown corrosion load model described above is determined by height and shutdown time; and / or, the oxidation temperature model is determined by target operating temperature.

[0070] In some embodiments, the processing module 220 is further configured to determine multiple operating conditions of the engine and the duration of each of the multiple operating conditions based on the operating condition data; determine environmental test parameters for each of the multiple operating conditions based on the operating condition data of each of the multiple operating conditions, the temperature model, the corrosion load model, and the fatigue stress model; and determine the environmental spectrum based on the duration of each of the multiple operating conditions and the environmental test parameters for each of the multiple operating conditions.

[0071] In some embodiments, the processing module 220 is further configured to determine a preset number of cycles based on the design lifetime of the coating and the acceleration factor corresponding to the environmental spectrum, wherein the preset number of cycles includes a first number of cycles;

[0072] The module 230 is also used to test the coating sample of the engine based on the environmental spectrum at the first cycle number to obtain the first test result corresponding to the first cycle number;

[0073] The processing module 220 is further configured to determine the first test result as the test result of the coating sample if the first test result meets the coating failure conditions.

[0074] In some embodiments, the processing module 220 is further configured to determine the predicted lifespan of the engine coating based on the coating test results.

[0075] In some embodiments, the mission profile data includes one or more of flight data, environmental data, and time data; and / or, the simulation data includes one or more of thermodynamic data, aerodynamic data, and corrosion condition data obtained by simulating different operating conditions of the engine through an engine performance simulation model; and / or, the measured data includes corrosion condition data actually measured under the target operating conditions.

[0076] In some embodiments, the flight data includes one or more of engine mechanical data and temperature data; and / or, the environmental data includes one or more of atmospheric data and corrosion condition data; and / or, the time data includes one or more of the duration of the engine start-up phase, the duration of the cruise phase, and the duration of the shutdown phase.

[0077] In the description of the above embodiments, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0078] 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 scope of the technology 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. A method for testing the performance of coatings on hot-end components of an engine, characterized in that, include: The engine's operating condition data is acquired, including mission profile data, simulation data, and measured data. The mission profile data includes one or more of flight data, environmental data, and time data. The simulation data includes one or more of thermodynamic data, aerodynamic data, and corrosion condition data obtained by simulating different operating conditions of the engine through an engine performance simulation model. The measured data includes corrosion condition data actually measured under the target operating condition. Based on the aforementioned operating condition data, a temperature model, a corrosion load model, and a fatigue stress model are established. Based on the operating condition data, multiple operating conditions of the engine and the duration of each of the multiple operating conditions are determined; Based on the operating data of each of the multiple operating conditions, the temperature model, the corrosion load model, and the fatigue stress model, the environmental test parameters for each of the multiple operating conditions are determined. Based on the duration of each of the multiple operating conditions and the environmental test parameters of each of the multiple operating conditions, the environmental spectrum is determined. The environmental spectrum includes the time series of multiple operating conditions of the engine and the corresponding environmental test parameters of each of the multiple operating conditions. The coating sample of the engine was tested based on the environmental spectrum to obtain the coating test results of the engine.

2. The method according to claim 1, characterized in that, The method further includes: Based on the aforementioned operating data, a shutdown corrosion load model corresponding to the shutdown operating condition and an oxidation temperature model corresponding to the high-temperature oxidation operating condition are established.

3. The method according to claim 2, characterized in that, The shutdown corrosion load model is determined by height and shutdown time; and / or, The oxidation temperature model is determined by the operating temperature corresponding to the high-temperature oxidation condition.

4. The method according to claim 1, characterized in that, The temperature model is determined based on the base working temperature, temperature change, and temperature holding time; and / or, The corrosion load model is determined based on corrosion ion concentration, relative humidity, and dew time; and / or, The fatigue stress model is determined based on the maximum stress during engine operation, the average stress during engine operation, and the ultimate strength of the engine material.

5. The method according to claim 1, characterized in that, The testing of the engine coating sample based on the environmental spectrum to obtain the test results of the coating sample includes: Based on the design life of the coating and the acceleration factor corresponding to the environmental spectrum, a preset number of cycles is determined, including the first number of cycles. In the first cycle, the coating sample of the engine is tested based on the environmental spectrum to obtain the first test result corresponding to the first cycle. If the first test result meets the coating failure condition, the first test result is determined to be the test result of the coating sample.

6. The method according to claim 1, characterized in that, The method further includes: determining the predicted lifespan of the engine coating based on the coating test results.

7. The method according to claim 1, characterized in that, The flight data includes one or more of the engine's mechanical data and temperature data; and / or, The environmental data includes one or more of atmospheric data and corrosion condition data; and / or, The time data includes one or more of the following: the duration of the engine start-up phase, the duration of the cruise phase, and the duration of the shutdown phase.

8. A device for testing the coating performance of engine hot-end components, characterized in that, include: The acquisition module is used to acquire engine operating condition data, which includes engine mission profile data, simulation data, and measured data. The mission profile data includes one or more of flight data, environmental data, and time data. The simulation data includes one or more of thermodynamic data, aerodynamic data, and corrosion condition data obtained by simulating different operating conditions of the engine through an engine performance simulation model. The measured data includes corrosion condition data actually measured under the target operating condition. The processing module is used to establish a temperature model, a corrosion load model, and a fatigue stress model based on the operating condition data. The processing module is also used to determine multiple operating conditions of the engine and the duration of each of the multiple operating conditions based on the operating condition data. The processing module is also used to determine the environmental test parameters for each of the multiple working conditions based on the working condition data of each of the multiple working conditions, the temperature model, the corrosion load model and the fatigue stress model; The processing module is further configured to determine the environmental spectrum based on the duration of each of the plurality of operating conditions and the environmental test parameters of each of the plurality of operating conditions. The environmental spectrum includes the time series of the plurality of operating conditions of the engine and the corresponding environmental test parameters of each of the plurality of operating conditions. The module is used to test the coating sample of the engine based on the environmental spectrum and obtain the coating test results of the engine.

Images