Optimization design method for low-vibration and low-noise pipe network of high-temperature and high-pressure combustion chamber tester

Abstract

The invention relates to the technical field of aero-engine tests, in particular to a low-vibration low-noise pipe network optimization design method for a high-temperature and high-pressure combustion chamber tester, which comprises the following steps of: establishing a three-dimensional model of a key pipe section; analyzing a vibration noise mechanism through a multi-physics field coupling simulation platform for fluid-solid-sound numerical calculation; four measures of segmented pressure reduction, bend pipe curvature optimization, internal throttling structure addition and bearing layout optimization are carried out in sequence, and vibration noise reduction contributions of the measures are quantified; and finally, carrying out iterative combination based on the contribution priority until the design requirement is met. According to the method, conversion from passive vibration isolation to source suppression is achieved, and through multi-target collaborative optimization, the vibration and noise reduction effect and design efficiency of the pipe network system under the high-temperature and high-pressure working conditions are remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of aero-engine testing technology, specifically to a method for optimizing the design of a low-vibration, low-noise piping network for a high-temperature, high-pressure combustion chamber tester. Background Technology

[0002] Combustion chamber testing of aero-engines is a crucial step in evaluating engine performance and reliability. The intake and exhaust piping systems operate under extreme conditions such as high temperature, high pressure, and high flow rates, often accompanied by severe vibration and noise. These problems not only affect the accuracy of test data and the stability of system operation but can also lead to structural fatigue, loose connections, and even equipment damage, posing a threat to test safety.

[0003] Traditional testing equipment piping design primarily focuses on working fluid transport efficiency and structural strength and safety, neglecting the complex flow and acoustic-vibration coupling mechanisms. Vibration and noise control currently relies heavily on passive control measures such as adding silencers, constraint damping, or pipe supports. While these methods can mitigate vibration and noise transmission to some extent, they fail to suppress the flow-induced vibration mechanism and acoustic excitation source, making them unsuitable for suppressing broadband excitations under high-parameter conditions. Furthermore, existing optimization methods are typically limited to single-component or independent physical field analysis, lacking systematic modeling and comprehensive optimization of the interaction mechanisms between fluid excitation, acoustic response, and structural dynamics. This results in limited vibration and noise reduction effects, and the overall design often suffers from optimization blind spots and performance bottlenecks.

[0004] Therefore, there is an urgent need to develop a design method for high-temperature and high-pressure pipeline systems that can comprehensively consider the coupling effects of flow field, sound field and structural field, so as to reduce vibration and noise levels from the source and improve the reliability and environmental friendliness of the test system. Summary of the Invention

[0005] The purpose of this invention is to provide a low-vibration and low-noise pipeline network optimization design method for a high-temperature and high-pressure combustion chamber tester, which solves the technical problem that existing passive and localized vibration and noise reduction methods are difficult to suppress flow-induced vibration and noise sources in high-temperature and high-pressure pipeline systems.

[0006] To achieve the above objectives, a method for optimizing the design of a low-vibration, low-noise piping network for a high-temperature, high-pressure combustion chamber test apparatus is provided, including: S1. In the piping system of the high-temperature and high-pressure combustion chamber tester, key pipe sections that reach the differential pressure threshold and flow rate threshold are selected as the analysis objects, and corresponding three-dimensional models are established; the key pipe sections are the vent valve section and the exhaust valve section; S2. Based on a multiphysics coupling simulation platform, perform fluid-structure-acoustic coupling numerical calculations on the three-dimensional model to analyze the vibration and noise data of the key pipe section under different working conditions; then, by changing the relevant parameters of the three-dimensional model, analyze the influence of the relevant parameters on the vibration and noise data; the relevant parameters include inlet pressure, inlet flow rate, valve opening degree, and bend curvature. S3. Segmented pressure reduction optimization: Based on the influence law data, segmented pressure reduction optimization design is implemented for key pipe sections. The segmented pressure reduction optimization design includes the position of the regulating valve and the branch pipe layout of the key pipe section, and multiple pressure reducing valves are designed upstream of the regulating valve. The optimization effect is then verified through a multi-physics field coupling simulation platform to obtain the first vibration and noise reduction contribution under the segmented pressure reduction optimization design. S4. Optimization of pipe bend curvature: For pipe sections containing valves and bends in the 3D model, the radius of curvature of the bends is optimized. The results are verified through a multi-physics coupling simulation platform to obtain the contribution of the second vibration and noise reduction. S5. Internal throttling optimization: For valve pipe sections in the three-dimensional model where the flow rate and differential pressure reach the threshold, an internal throttling structure is designed, and then verified through a multi-physics field coupled simulation platform to obtain the third contribution to vibration and noise reduction. S6. Support Layout Optimization: The layout of the pipeline support in the three-dimensional model is optimized. The layout optimization includes enhancing the support stiffness and layout rationality of long-span pipelines, valve sections, bends and branches, and the end positions of the system. The fourth vibration noise reduction contribution is obtained by verifying the results through a multi-physics field coupled simulation platform. S7. Compare whether the vibration and noise data of the key pipe section after optimization by S3 to S6 have reached the expected target; if not, based on the relative magnitude of the contribution of the first to fourth vibration and noise reduction, prioritize and iteratively combine the corresponding optimization measures until the vibration and noise data meet the control target.

[0007] Furthermore, the multiphysics coupling simulation platform is used to analyze the flow field characteristics, acoustic field characteristics, and structural field characteristics of the key pipe section; Flow field characteristic analysis: Through steady-state and transient computational fluid dynamics, the pressure field, Mach number field, turbulent kinetic energy field and three-dimensional vorticity field inside the flow field of the key pipe section are extracted; Sound field characteristics analysis: Using a broadband noise model and the FW-H acoustic model, the distribution of quadrupole sound sources, the distribution of dipole sound sources, the spectral response of sound pressure level at monitoring points, and the total sound pressure level were obtained; Structural field characteristic analysis is conducted by prestressed modal calculation and transient dynamic response calculation to obtain structural field vibration displacement cloud map, vibration velocity cloud map, vibration acceleration cloud map, equivalent stress-strain cloud map, and time domain data of vibration displacement, velocity and acceleration at each monitoring point.

[0008] Furthermore, in step S3, a multi-stage pressure reducing valve is installed upstream of the regulating valve, with its opening decreasing progressively along the flow direction to achieve multi-stage pressure regulation.

[0009] Furthermore, in steps S3-S6, the first vibration noise reduction contribution, the second vibration noise reduction contribution, the third vibration noise reduction contribution, and the fourth vibration noise reduction contribution are all characterized by the percentage decrease in vibration displacement at the monitoring point and the percentage decrease in total sound pressure level.

[0010] Furthermore, in step S4, the optimization design of the bend curvature radius includes selecting different curvature radii of 0.6D, 1.2D, 2D, and 3D for modeling and multi-field simulation, where D is the pipe diameter.

[0011] Furthermore, in step S5, the optimized design of the throttling sleeve is as follows: multiple layers of throttling orifices are arranged along the valve stroke, and the number of throttling orifices in each layer is determined according to the original flow characteristics of the valve; specifically including: Select the orifice diameter d, and adjust it according to the valve opening degree. L Flow coefficient of the trip C VL Through the formula;

[0012] The flow area after adding the throttling sleeve at each opening degree was calculated. A L Based on this, the number of throttling orifices in each layer is designed; the optimized valve flow characteristics are verified through flow field calculations to see if they are close to the original characteristics, and the throttling orifice diameter d is iteratively adjusted until the requirements are met; in, A 1 represents the flow area at the valve inlet, and α is the correction factor under the stroke L.

[0013] Furthermore, in step S5, the throttling orifice plate is arranged in the downstream pipe section of the valve, and the throttling valve seat is arranged in the downstream valve cavity of the valve; by adjusting the throttling orifice size d, the gap between orifices a, and the number of throttling orifices b, the total flow area of ​​the flow channel can be controllably adjusted.

[0014] Furthermore, in step S6, the support layout optimization specifically includes: For long-span pipe sections, fixed supports are arranged at equal intervals; Fixed or sliding supports are installed before and after key components of regulating valves and throttle valves; Damping supports are installed upstream or downstream of bends with significant vibration response. Limit supports or damping devices are configured at the end of the system.

[0015] Furthermore, in the flow field characteristic analysis, the steady-state flow field calculation adopts the RANS-based RNG k-ε turbulence model, and the transient flow field calculation adopts the large eddy simulation Smagorinsky-Lilly subgrid model.

[0016] Principles and advantages: 1. Unlike traditional passive vibration and noise isolation measures, this invention addresses the generation mechanism of flow-induced vibration and noise. Through multi-physics coupling simulation, it accurately identifies vibration and noise sources and implements four core measures: segmented pressure reduction, bend curvature optimization, internal throttling, and support optimization, achieving source suppression. Simulation verification of the embodiments shows that each optimization measure contributes quantifiable vibration and noise reduction (e.g., the percentage decrease in vibration displacement and total sound pressure level). Through the combination and iteration of these measures, the vibration and noise levels of the pipeline system can be systematically controlled within the design requirements, solving the problem of excessive vibration and noise under harsh high-temperature and high-pressure conditions.

[0017] 2. This invention breaks through the limitations of traditional piecemeal optimization, creatively coupling the flow field, acoustic field, and structural field for analysis, and constructing a systematic design process comprising four optimization modules. This method not only considers individual fluid performance or structural strength, but also comprehensively weighs the coupling relationship between flow-induced vibration, airflow noise, and structural resonance, achieving coordinated design and global performance optimization across multiple fluid-solid-acoustic physics fields. This avoids the limitations in optimization effects or the emergence of new problems caused by neglecting coupling effects.

[0018] 3. This invention utilizes a multi-physics collaborative simulation platform for iterative optimization, enabling accurate prediction and evaluation of vibration and noise performance of different design schemes before the construction of physical prototypes. This significantly reduces reliance on expensive and time-consuming bench tests, shortens the R&D cycle, and saves testing costs. Simultaneously, the simulation-driven design process offers greater predictability and scientific rigor, reducing the risk of test failures or equipment damage due to improper design.

[0019] 4. The optimization design method proposed in this invention forms a complete and reusable technical process applicable to various aero-engine combustor tester piping systems. Furthermore, the iterative mechanism based on contribution factors allows the optimization path to be dynamically adjusted according to the specific vibration and noise characteristics of different pipe sections, exhibiting strong targeting and flexibility. In addition, the optimization design of the throttling structure fully considers the need to preserve the original flow characteristics of the valve, and the optimization of the support is based on the actual modes and response of the structure, ensuring the feasibility and effectiveness of the optimization measures in engineering. Attached Figure Description

[0020] Figure 1This is a flowchart illustrating an optimized design method for a low-vibration, low-noise piping network for a high-temperature, high-pressure combustion chamber tester, according to an embodiment of the present invention. Figure 2 This is a schematic diagram of the vent valve section in an embodiment of the present invention; Figure 3 This is a cross-sectional view of the vent valve in the vent valve section; Figure 4 This is a schematic diagram of the exhaust valve section in an embodiment of the present invention; Figure 5 This is a cross-sectional view of the exhaust valve in the exhaust valve section; Figure 6 The vibration and noise intensity response characteristics of the exhaust valve section under different opening degrees and inlet flow rates are shown. Figure 7 The vibration and noise intensity response characteristics of the vent valve section under different opening degrees and inlet pressures are shown. Figure 8 The vibration and noise intensity response characteristics of the vent valve section under different bend curvatures are shown. Figure 9 A schematic diagram of the throttling device installation at the valve; Figure 10 This is a schematic diagram of the throttling sleeve structure; Figure 11 This is a schematic diagram of the throttle valve seat structure; Figure 12 The optimization effect of three throttling devices on eddies; Figure 13 This is a diagram showing the layout of noise measurement points at the valve. Figure 14 The noise optimization effect of three throttling devices. Detailed Implementation

[0021] The following detailed description illustrates the specific implementation method: First vent valve section support 1, downstream pipe of vent valve section 2, vent valve 3, upstream bend of vent valve section 4, second vent valve section support 5, vent valve sleeve 6, downstream pipe of exhaust valve section 7, exhaust valve section support 8, exhaust valve 9, upstream pipe of exhaust valve section 10, exhaust valve sleeve 11, throttling orifice plate 12, throttling sleeve 13, valve plug 14, throttling valve seat 15.

[0022] Example A method for optimizing the design of low-vibration and low-noise piping networks for high-temperature and high-pressure combustion chamber test equipment, basically as follows: Figure 1 As shown: including: S1. In the piping system of the high-temperature and high-pressure combustion chamber tester, key pipe sections that reach the differential pressure threshold and flow rate threshold are selected as the analysis objects, and corresponding three-dimensional models are established. The key pipe sections are the vent valve section and the exhaust valve section; for example... Figure 2 , Figure 4As shown, the vent valve section includes a first vent valve section support 1, a downstream pipe 2 of the vent valve section, and a vent valve 3 (as shown) connected in sequence. Figure 3 As shown, the internal structure includes a vent valve sleeve 6, an upstream bend 4 of the vent valve section, and a second vent valve section support 5. The vent valve section includes a downstream pipe 7, a vent valve section support 8, and an vent valve 9 (as shown in the image). Figure 5 As shown, the internal structure includes an exhaust valve sleeve 11 and an upstream pipe 10 for the exhaust valve section. There are two types of monitoring points: vibration monitoring points (vibration monitoring points A, B, C, D; vibration monitoring points A', B', C', D') and noise monitoring points (such as...). Figure 13 As shown, noise measurement points are a, b, c, and d; vibration measurement points are located on valve pipelines, and noise monitoring points are in the atmospheric environment; the three-dimensional model strictly maintains the same structural dimensions, material properties, and support conditions as the actual components.

[0023] Based on the three-dimensional models of the vent valve section and the exhaust valve section, a fluid domain and a solid domain are constructed respectively. The inlet, outlet and fluid-structure interaction surface of the geometric model are named, and the fluid domain is meshed.

[0024] S2. Based on a multiphysics coupling simulation platform, perform fluid-structure-acoustic coupling numerical calculations on the three-dimensional model to analyze the vibration and noise data of the key pipe section under different working conditions; then, by changing the relevant parameters of the three-dimensional model, analyze the influence of the relevant parameters on the vibration and noise data; the relevant parameters include inlet pressure, inlet flow rate, valve opening degree, and bend curvature. The multiphysics coupling simulation platform is used to analyze the flow field characteristics, acoustic field characteristics, and structural field characteristics of the key pipe section.

[0025] This scheme systematically studies the impact of various parameters, such as valve opening, bend radius of curvature, inlet pressure, and inlet flow rate, on the vibration and noise data of the vent valve section and exhaust valve section by changing the valve opening, bend radius of curvature, inlet pressure, and inlet flow rate parameters of the model. This aims to clarify the generation and propagation mechanisms of flow-induced vibration and noise through the influence data. A multiphysics coupling simulation platform performs fluid-structure-acoustic coupled numerical calculations on the three-dimensional model, specifically including the following steps: S201. Flow field characteristic analysis: Conduct computational fluid dynamics (CFD) simulation calculations to obtain the steady-state and transient flow field characteristics of the vent valve section and exhaust valve section under different operating conditions. The steady-state flow field characteristics include pressure field distribution, Mach number field distribution and turbulent kinetic energy field distribution, and the transient flow field characteristics include a three-dimensional vorticity field.

[0026] As a further improvement to the above technical solution, the steady-state flow field calculation adopts the RNG k-ɛ turbulence model based on RANS, and the transient flow field calculation adopts the Smagorinsky-Lilly subgrid model of large eddy simulation, so as to accurately capture the unsteady large-scale eddy structure in the flow.

[0027] S202. Sound Field Characteristics Analysis: Sound field simulation calculations are conducted, and sound sources are identified in the flow fields of the vent valve section and exhaust valve section based on a broadband noise model. Specifically, the distribution of sound pressure level (quadrupole sound source) inside the flow field and the distribution of surface sound pressure level (dipole sound source) are obtained. Furthermore, the far-field sound pressure level signal (total sound pressure level) at the monitoring point is obtained using the FW-H acoustic model, and the spectral response characteristics of the sound pressure level are obtained using FFT transformation, providing a basis for clarifying the noise dominant frequency range and energy distribution.

[0028] S203. Structural field characteristic analysis: Establish a unidirectional fluid-structure interaction model, apply the transient flow field excitation force to the solid domain through the coupling surface, and consider the damping effect of the structure. Perform transient dynamic response calculation on the solid domain, and output the structural field vibration displacement cloud map, vibration velocity cloud map, vibration acceleration cloud map, equivalent stress-strain cloud map, and time domain data of vibration displacement, velocity and acceleration at each monitoring point.

[0029] Based on the flow field, sound field, and structural field response results of the venting valve section and exhaust valve section under different operating conditions, the main sources and excitation mechanisms of flow-induced vibration and flow-induced noise caused by compressible high-speed airflow are clarified. The influence of the inlet flow rate, inlet pressure, valve opening, and elbow curvature of the pipe section on the vibration and noise intensity is summarized, providing a theoretical basis for vibration suppression and noise reduction design.

[0030] The multi-condition simulation results in this embodiment include the following vibration and noise data, such as... Figure 6 As shown in (a), the vibration intensity of vibration measuring points A', B', C', and D' is compared under different opening degrees and different inlet flow rates; Figure 6 (b) and Figure 13 As shown, the total sound pressure levels at noise measurement points a, b, c, and d are compared under different opening degrees and different inlet flow rates; Figure 7 As shown in (a), the vibration intensity at vibration measuring points A, B, C, and D is compared under different opening degrees and different inlet flow rates; Figure 7 (b) and Figure 13 As shown, the total sound pressure levels at noise measurement points a, b, c, and d are compared under different opening degrees and different inlet flow rates; Figure 8 As shown in (a), the vibration intensity at vibration measuring points A, B, C, and D is compared under different bend radii. Figure 8 (b) and Figure 13 As shown, the total sound pressure levels at noise measurement points a, b, c, and d are compared under different bend radii. Based on the above vibration and noise data, the following influence data are obtained: (1) When the inlet pressure is constant, the increase in valve opening leads to an increase in gas flow, which intensifies flow-induced vibration, enhances dipole noise, and raises the total sound pressure level.

[0031] (2) When the valve opening is fixed, the increase in inlet pressure enhances the compressibility of the airflow, increases the flow velocity, and makes the flow-induced vibration more intense, resulting in a stronger total sound pressure level.

[0032] (3) When the inlet flow rate is constant, the larger the valve opening, the weaker the valve throttling effect, the weaker the high-speed jet entrainment effect formed at the valve cavity, the weaker the jet impact effect on the valve, and the weaker the vibration response intensity; the intensity of the flow field dipole sound source and quadrupole sound source both decrease, resulting in a decrease in the total sound pressure level.

[0033] (4) When the valve opening is constant, the larger the inlet flow rate, the more intense the gas turbulence disturbance, the higher the flow velocity, and the stronger the flow-induced vibration intensity and total sound pressure level.

[0034] (5) Setting an elbow in front of the valve can easily cause fluid blockage, which in turn induces strong flow-induced vibration. The smaller the radius of curvature of the elbow, the greater the vibration response intensity.

[0035] Based on the above-mentioned data on the influence patterns, in order to suppress the vibration and noise induced by the high-speed jet in the valve cavity, segmented pressure reduction optimization is implemented for the flow concentration and high pressure differential pipe section (in this embodiment, the vent valve section and the exhaust valve section).

[0036] S3. Segmented Pressure Reduction Optimization: Based on the influence law data, segmented pressure reduction optimization design is implemented for key pipe sections. This design includes the location of regulating valves and the layout of branch pipes in the key pipe sections. Multiple pressure reducing valves are designed upstream of the regulating valves, with their openings decreasing progressively along the flow direction to achieve multi-level pressure control. The optimization effect is then verified using a multiphysics coupling simulation platform. In this embodiment, the optimization effect is verified by comparing and analyzing the relevant parameters (pressure field, Mach number field, turbulent kinetic energy field, three-dimensional vorticity field, quadrupole sound source distribution, dipole sound source distribution, sound pressure level spectrum response at monitoring points, total sound pressure level, vibration displacement cloud map, vibration velocity cloud map, vibration acceleration cloud map, equivalent stress-strain cloud map, and time-domain data of vibration displacement, velocity, and acceleration at each monitoring point) of the key pipe section before and after optimization using a multiphysics coupling simulation platform. Then, the contribution of the first vibration noise reduction under the segmented pressure reduction optimization design is calculated. The first contribution to the reduction of vibration noise is characterized by the percentage decrease in vibration displacement at the monitoring point and the percentage decrease in total sound pressure level.

[0037] S301. Based on the total pressure difference distribution of the venting valve section and the exhaust valve section under the design conditions, the regulating valve, branch pipe and multi-stage pressure reducing valve are reasonably arranged to achieve the step-by-step distribution of the total pressure difference, weaken the entrainment effect formed by the high-speed jet at a single valve cavity, thereby reducing the local flow velocity peak and flow instability.

[0038] S302. By comparing the aerodynamic, acoustic and vibration responses before and after optimization through the multi-physics coupling simulation platform, the contribution of the first vibration and noise reduction caused by the segmented decompression (vibration and noise reduction contribution 1) is obtained.

[0039] S4. Bend Curvature Optimization: For pipe sections containing valves and bends in the 3D model, the bend curvature radius is optimized. This is verified using a multiphysics coupling simulation platform. In this embodiment, the flow field characteristics, acoustic field characteristics, and structural field characteristics of the key pipe section are compared and analyzed before and after optimization using the multiphysics coupling simulation platform. Then, the second vibration noise reduction contribution is calculated; the second vibration noise reduction contribution is characterized by the percentage decrease in vibration displacement at the monitoring point and the percentage decrease in total sound pressure level. The optimization design of the bend curvature radius includes modeling and multi-field simulation using different curvature radii of 0.6D, 1.2D, 2D, and 3D, where D is the pipe diameter. Modeling and multi-field simulation are conducted. Combined with a specific embodiment (the object in this embodiment is the vent valve section), the simulation results show that ( Figure 8 When the curvature of the bend is 2D, the structural vibration and noise levels decrease significantly. The 2D bend curvature is determined to be the optimal design, and the second vibration and noise reduction contribution of the venting valve section brought about by the optimized bend curvature design is obtained (vibration and noise reduction contribution 2).

[0040] S5. Internal Throttling Optimization: For valve sections in the 3D model where the flow rate and differential pressure reach thresholds, an internal throttling structure is designed and verified using a multiphysics coupling simulation platform. In this embodiment, the verification involves comparing and analyzing the relevant parameters of the flow field characteristics, sound field characteristics, and structural field characteristics of the key pipe section before and after optimization using the multiphysics coupling simulation platform. Then, the third vibration noise reduction contribution is calculated; this third vibration noise reduction contribution is characterized by the percentage decrease in vibration displacement at the monitoring point and the percentage decrease in total sound pressure level. Specifically, throttling components (throttling orifice plate 12, throttling sleeve 13, valve plug 14, throttling valve seat 15, see...) are added inside or downstream of the valve. Figures 9 to 11 This design aims to disperse the kinetic energy of the high-speed jet. Simultaneously, to reduce the impact of the throttling component on the flow characteristics of the valve section, the following targeted optimization design schemes are adopted: S501, Optimized Design of Throttling Sleeve 13: The throttling sleeve 13 is arranged with multiple layers of throttling orifices along the valve stroke L. The number of throttling orifices in each layer is determined according to the original flow characteristics of the valve. Let A1 and AL be the flow area at the valve inlet and the flow area at the minimum throttling point, respectively, and C... VL α is the flow coefficient according to European and American standards for L stroke, with units of Usgal / min, and α is the correction factor for L stroke.

[0041]

[0042] The specific steps are as follows: Select the orifice diameter d, and determine the valve flow coefficient C at each opening degree based on the valve's flow characteristics. VL Substituting into the above formula, we obtain the flow area AL after adding the throttling sleeve at each opening degree. Based on the flow area AL, we design the number of throttling orifices in each layer of the throttling sleeve at this opening degree. Through flow field calculation, we obtain the flow characteristics of the valve at each opening degree after adding the throttling sleeve and compare them with the original flow characteristics. We change the throttling orifice diameter d and repeat the above operation iteratively until the optimized valve flow characteristics are closest to the original flow characteristics.

[0043] S502. Optimized Design of Throttling Valve Seat and Throttling Orifice Plate: The throttling valve seat is arranged in the downstream valve cavity, and the throttling orifice plate is arranged in the downstream pipe section. By adjusting the orifice size d, the orifice gap a, and the number of orifices b, the total flow area of ​​the flow channel can be controllably adjusted. Let m be the ratio of the total flow area before and after optimization. By controlling the combination of the orifice size d, the orifice gap a, and the number of orifices b, m is maximized. The flow characteristics of the pipe section at various openings before and after optimization are obtained through flow field calculation and compared with the original flow characteristics. The effects of the orifice plate, throttling sleeve, and throttling valve seat before and after optimization are as follows: Figure 12 As shown, the noise optimization effects of the three throttling devices are as follows: Figure 14 As shown.

[0044] Multiphysics simulation calculations were performed on the vent valve section and exhaust valve section after the addition of the throttling component to obtain the third vibration and noise reduction contribution (vibration and noise reduction contribution 3) of the pipe section after the addition of the throttling component.

[0045] S6. Support Layout Optimization: The layout of the pipe network supports in the 3D model is optimized. This optimization includes enhancing the support stiffness and rationality of long-span pipes, valve sections, bends, and system end positions. The optimization is then verified using a multiphysics coupling simulation platform. In this embodiment, the flow field characteristics, acoustic field characteristics, and structural field characteristics of the key pipe sections are compared and analyzed before and after optimization using the multiphysics coupling simulation platform. The fourth vibration noise reduction contribution is then calculated; this contribution is characterized by the percentage decrease in vibration displacement at the monitoring point and the percentage decrease in total sound pressure level.

[0046] After completing the above-mentioned optimized design of the throttling sleeve, the stiffness of the pipeline support system is optimized to suppress the structural resonance effect, specifically including: (1) Fixed supports are arranged at equal intervals for long-span pipe sections to prevent resonance caused by cantilever effect.

[0047] (2) Fixed or sliding supports are installed before and after key components such as regulating valves and throttle valves to improve the rigidity of pipe sections and reduce the amplification effect of fluid excitation induced by airflow throttling effect on vibration response.

[0048] (3) Damping supports are installed upstream or downstream of the bend with a large vibration response to control the intensity of the vibration response at this point.

[0049] (4) A limit support or damping device is configured at the end of the system to absorb the transmitted vibration energy and enhance the system’s vibration resistance.

[0050] The vent valve section and exhaust valve section with the most severe vibration response in the pipeline system were selected, and the structural field calculations were performed before and after support optimization to obtain the fourth vibration noise reduction contribution (vibration noise reduction contribution 4) before and after support optimization.

[0051] S7. Compare whether the vibration and noise data of the key pipe section after optimization by S3 to S6 have reached the expected target; if not, based on the relative magnitude of the contribution of the first to fourth vibration and noise reduction, prioritize and iteratively combine the corresponding optimization measures until the vibration and noise data meet the control target.

[0052] The above descriptions are merely embodiments of the present invention. Commonly known structures and characteristics are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are aware of all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, based on the guidance provided in this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention. These should also be considered within the scope of protection of the present invention, and will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A method for optimizing the design of a low-vibration, low-noise piping network for a high-temperature, high-pressure combustion chamber test apparatus, characterized in that: include: S1. In the piping system of the high-temperature and high-pressure combustion chamber tester, key pipe sections that reach the differential pressure threshold and flow rate threshold are selected as the analysis objects, and corresponding three-dimensional models are established; the key pipe sections are the vent valve section and the exhaust valve section; S2. Perform fluid-solid-acoustic coupled numerical calculations on the three-dimensional model based on a multi-physics field coupled simulation platform, and analyze the vibration and noise data of the key pipe section under different working conditions. Then, by changing the relevant parameters of the three-dimensional model, the influence of these parameters on the vibration and noise data is analyzed; the relevant parameters include inlet pressure, inlet flow rate, valve opening, and bend curvature. S3. Segmented pressure reduction optimization: Based on the influence law data, segmented pressure reduction optimization design is implemented for key pipe sections. The segmented pressure reduction optimization design includes the position of the regulating valve and the branch pipe layout of the key pipe section, and multiple pressure reducing valves are designed upstream of the regulating valve. The optimization effect was then verified using a multiphysics coupling simulation platform to obtain the first vibration noise reduction contribution under the segmented decompression optimization design. S4. Optimization of pipe bend curvature: For pipe sections containing valves and bends in the 3D model, the radius of curvature of the bends is optimized. The results are verified through a multi-physics coupling simulation platform to obtain the contribution of the second vibration and noise reduction. S5. Internal throttling optimization: For valve pipe sections in the three-dimensional model where the flow rate and differential pressure reach the threshold, an internal throttling structure is designed, and then verified through a multi-physics field coupled simulation platform to obtain the third contribution to vibration and noise reduction. S6. Support Layout Optimization: The layout of the pipeline support in the three-dimensional model is optimized. The layout optimization includes enhancing the support stiffness and layout rationality of long-span pipelines, valve sections, bends and branches, and the end positions of the system. The fourth vibration noise reduction contribution is obtained by verifying the results through a multi-physics field coupled simulation platform. S7. Compare whether the vibration and noise data of the key pipe section after optimization by S3 to S6 have reached the expected target; if not, based on the relative magnitude of the contribution of the first to fourth vibration and noise reduction, prioritize and iteratively combine the corresponding optimization measures until the vibration and noise data meet the control target.

2. The method for optimizing the design of a low-vibration, low-noise piping network for a high-temperature, high-pressure combustion chamber test apparatus according to claim 1, characterized in that: The multiphysics coupling simulation platform is used to analyze the flow field characteristics, acoustic field characteristics, and structural field characteristics of the key pipe section; Flow field characteristic analysis: Through steady-state and transient computational fluid dynamics, the pressure field, Mach number field, turbulent kinetic energy field and three-dimensional vorticity field inside the flow field of the key pipe section are extracted; Sound field characteristics analysis: Using a broadband noise model and the FW-H acoustic model, the distribution of quadrupole sound sources, the distribution of dipole sound sources, the spectral response of sound pressure level at monitoring points, and the total sound pressure level were obtained; Structural field characteristic analysis is conducted by prestressed modal calculation and transient dynamic response calculation to obtain structural field vibration displacement cloud map, vibration velocity cloud map, vibration acceleration cloud map, equivalent stress-strain cloud map, and time domain data of vibration displacement, velocity and acceleration at each monitoring point.

3. The method for optimizing the design of a low-vibration, low-noise piping network for a high-temperature, high-pressure combustion chamber test apparatus according to claim 2, characterized in that: In step S3, a multi-stage pressure reducing valve is installed upstream of the regulating valve, with its opening decreasing progressively along the flow direction to achieve multi-stage pressure regulation.

4. The method for optimizing the design of a low-vibration, low-noise piping network for a high-temperature, high-pressure combustion chamber test apparatus according to claim 3, characterized in that: In steps S3-S6, the first vibration noise reduction contribution, the second vibration noise reduction contribution, the third vibration noise reduction contribution, and the fourth vibration noise reduction contribution are all characterized by the percentage decrease in vibration displacement at the monitoring point and the percentage decrease in total sound pressure level.

5. The method for optimizing the design of a low-vibration, low-noise piping network for a high-temperature, high-pressure combustion chamber test apparatus according to claim 1, characterized in that: In step S4, the optimization design of the bend curvature radius includes selecting different curvature radii of 0.6D, 1.2D, 2D, and 3D for modeling and multi-field simulation, where D is the pipe diameter.

6. The method for optimizing the design of a low-vibration, low-noise piping network for a high-temperature, high-pressure combustion chamber test apparatus according to claim 1, characterized in that: In step S5, the optimized design of the throttling sleeve is as follows: multiple layers of throttling orifices are arranged along the valve stroke, and the number of throttling orifices in each layer is determined according to the original flow characteristics of the valve; specifically including: Select the orifice diameter d, and adjust it according to the valve opening degree. L Flow coefficient of the trip C VL Through the formula; The flow area after adding the throttling sleeve at each opening degree was calculated. A L Based on this, the number of throttling orifices in each layer is designed; the optimized valve flow characteristics are verified through flow field calculations to see if they are close to the original characteristics, and the throttling orifice diameter d is iteratively adjusted until the requirements are met; in, A 1 represents the flow area at the valve inlet, and α is the correction factor under the stroke L.

7. The method for optimizing the design of a low-vibration, low-noise piping network for a high-temperature, high-pressure combustion chamber test apparatus according to claim 6, characterized in that: In step S5, the throttling orifice plate is arranged in the downstream pipe section of the valve, and the throttling valve seat is arranged in the downstream valve cavity of the valve; by adjusting the throttling orifice size d, the gap between orifices a, and the number of throttling orifices b, the total flow area of ​​the flow channel can be controllably adjusted.

8. The method for optimizing the design of a low-vibration, low-noise piping network for a high-temperature, high-pressure combustion chamber test apparatus according to claim 1, characterized in that: In step S6, the support layout optimization specifically includes: For long-span pipe sections, fixed supports are arranged at equal intervals; Fixed or sliding supports are installed before and after key components of regulating valves and throttle valves; Damping supports are installed upstream or downstream of bends with significant vibration response. Limit supports or damping devices are configured at the end of the system.

9. The method for optimizing the design of a low-vibration, low-noise piping network for a high-temperature, high-pressure combustion chamber test apparatus according to claim 2, characterized in that: In the flow field characteristic analysis, the steady-state flow field calculation adopts the RANS-based RNG k-ε turbulence model, and the transient flow field calculation adopts the large eddy simulation Smagorinsky-Lilly subgrid model.

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