An aero-engine test core engine integrated design device and method

Abstract

This invention discloses an integrated design device and method for an aero-engine test core, belonging to the field of aero-engine overall structural design. The device includes: a test core; an air intake device located at the inlet end of the test core, comprising a front distortion casing section, a casing turbulence section, a sealing section, and a sealing assembly, wherein the front distortion casing section has a movable insert interface to simulate flow field distortion, and the casing turbulence section has a perforated turbulence plate to simulate the fan outlet flow field; an exhaust device located at the outlet end of the test core; and a nozzle located at the outlet end of the exhaust device, including a replaceable area adjustment ring. This invention, through modular design of the test device, enables rapid construction of the test core, simultaneously meeting multiple requirements such as aerodynamic matching, flow field distortion simulation, sealing prevention, and speed measurement, significantly improving the efficiency and effectiveness of core engine testing and verification.

Description

Technical Field

[0001] This invention relates to the field of overall structural design of aero-engines, and more specifically to an integrated design device and method for aero-engine test core engine. Background Technology

[0002] The core engine of an aero-engine generally refers to the assembly of the compressor, main combustion chamber, and high-pressure turbine; it is the power heart of the aero-engine. Within the entire aero-engine, the core engine operates in the harshest environment, enduring not only high temperatures and pressures, but also vibrations and fatigue caused by the high-speed operation of the entire high-pressure rotor. Therefore, core engine development is the most critical technical step in the entire aero-engine development process. Successful core engine development not only lays the foundation for the successful development of the entire aero-engine but also provides sustainable power for the subsequent serial development of engines.

[0003] The development of the core engine for aero-engine testing aims to verify the core engine's thermodynamic cycle and the performance, reliability, and compatibility of its components. Through core engine integration verification, disruptive technological risks during the overall engine development phase can be mitigated, providing a crucial verification platform for new configurations and technologies. Core engine testing can also significantly reduce the overall engine development cycle and cost. By exposing component coupling issues early, component optimization and improvement can be completed in the early stages of project development, preventing failures during subsequent overall engine integration verification and ensuring the overall engine development schedule. Furthermore, relevant key tests can be conducted on the core engine, avoiding the problem of insufficient testing conditions in the overall engine environment and reducing overall engine testing risks.

[0004] However, existing technologies lack an integrated test core unit that can simultaneously meet multiple needs such as aerodynamic matching, key testing and verification, and aerodynamic distortion testing. Existing solutions do not involve a complete integrated design of the test core unit, especially failing to address the multi-functional integration issues of flow field distortion simulation, flow field uniformity control, and sealing leakage prevention for the air intake device. Furthermore, they do not address technical solutions for rapidly adjusting the nozzle exit area to adapt to different operating conditions and commissioning requirements. Summary of the Invention

[0005] The purpose of this invention is to provide an integrated design device and method for aero-engine test core, so as to solve the problem of the lack of multifunctional integrated test core devices in the prior art, meet the integrated verification requirements of aero-engine core, and support the development of aero-engine test core.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] In a first aspect, the present invention provides an integrated design device for an aero-engine test core, comprising: The test core machine includes a compressor, a main combustion chamber, and a high-pressure turbine; An air intake device is located at the inlet end of the test core machine, and the air intake device includes: The front distortion casing section is equipped with a movable insert plate interface for inserting a movable insert plate to partially block the flow channel and achieve the function of non-uniform airflow field at the intake. The casing has a circumferentially arranged swivel plate with holes for inserting swivel wires to simulate the fan outlet flow field under full machine conditions. The sealing section is used to seal gas leakage at the junction of the intake casing and the intermediate casing distribution ring. Sealing components, including a graphite sealing structure and a speed sensor mounting base; An exhaust device is located at the outlet end of the test core machine; A nozzle is located at the outlet end of the exhaust device; The air intake device, exhaust device, and nozzle are all modularly designed auxiliary devices, which are detachably connected to the core machine.

[0008] Furthermore, the sealing section includes a sealing plug, an inner rubber gasket, an outer rubber gasket, a long screw, and a self-locking nut. The gas leakage is sealed by pressing the rubber gasket together with the long screw and the self-locking nut.

[0009] Furthermore, the axial distance between the cross-section of the movable insert plate and the outlet cross-section of the intake casing is not less than 2.5D, where D is the diameter of the outlet flow channel.

[0010] Furthermore, the number of the spoilers arranged circumferentially is no less than 24, and the diameter of the holes is 3.2 mm. The number and position of the holes are determined by CFD numerical analysis.

[0011] Furthermore, the exhaust device includes: a load-bearing housing and an exhaust housing; a load-bearing support plate and an exhaust support plate assembly, respectively used to fix the load-bearing housing and the exhaust housing; An air venting device is used to cool the load-bearing support plate and the exhaust support plate assembly; The rear bearing cavity is connected to the load-bearing support plate via a support ring; The support ring is used to transfer the load of the rear bearing cavity to the load-bearing plate.

[0012] Furthermore, the nozzle includes: a nozzle cylinder; an air supply device and a cooling jacket for cooling the nozzle cylinder; and an area adjustment ring located at the outlet end of the nozzle cylinder and fixed by radial screws for adjusting the exhaust outlet area.

[0013] Furthermore, the area adjustment ring is a replaceable structure with multiple different outlet diameters.

[0014] This invention also provides an integrated design method for an aero-engine test core, based on the above-mentioned device, comprising the following steps: S1. Determine the integration and verification requirements for the core test unit, including performance matching, durability, and key testing requirements; S2. Based on the inlet and outlet performance of the test core machine, carry out the aerodynamic matching design of the inlet and outlet of the test core machine and the flow channel design of the test specimen; S3. Based on the design results of step S2 and combined with the integration verification test requirements, determine the design and layout of the special test scheme for the test core machine; S4. Based on the design results of steps S2 and S3, carry out the design of the test core machine test piece, including the modular design of the air intake device, exhaust device and nozzle. S5. Complete the integrated design of the test core machine and carry out integrated verification.

[0015] Furthermore, the aerodynamic matching design includes: the inlet adopts CFD design to match the intermediate casing flow channel, ensuring that the inlet airflow parameters match the overall environment of the test core machine; the outlet adopts CFD design to match the flow channel, ensuring that the axial length of the high vortex blade and the exhaust support plate is not less than 0.35 times the blade length; the nozzle outlet area design matches the overall performance design of the test core machine, and different groups of outlet areas are designed.

[0016] Furthermore, the special testing requirements include blade tip clearance measurement, compressor and high-pressure turbine rotor blade dynamic stress measurement, which are achieved by reserving a magnetoelectric speed sensor and fiber optic sensor mounting structure at the air inlet end of the test core machine, as well as an installation and fixing structure for the actuator or telemetry generator.

[0017] Compared with the prior art, the beneficial effects of the present invention include: 1. This invention uses a modular design of the air intake device, exhaust device, and nozzle as a test device to achieve rapid construction of the test core engine, which can support the rapid verification requirements of the aero-engine core engine.

[0018] 2. This invention integrates a front-end distortion casing section, a casing turbulence section, a sealing section, and a sealing assembly into the air intake device, which can simultaneously meet the multi-functional requirements of aerodynamic matching, flow field distortion simulation, flow field uniformity control, sealing leakage prevention, and speed measurement, thus solving the problem of the single function of existing air intake devices.

[0019] 3. The present invention designs replaceable area adjustment rings with different outlet diameters at the tail of the nozzle, which can quickly realize the adjustment of the fixed nozzle outlet area and support the performance debugging test of the test core machine at low cost. Attached Figure Description

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

[0021] Figure 1 This is a schematic diagram of the overall structure of the integrated design device for the core engine testing unit of the present invention. Figure 2 This is a schematic diagram of the air intake device structure in an embodiment of the present invention; Figure 3 This is a schematic diagram of the sealing section structure in an embodiment of the present invention; Figure 4 This is a schematic diagram of the sealing component structure in an embodiment of the present invention; Figure 5 This is a schematic diagram of the exhaust device structure in an embodiment of the present invention; Figure 6 This is a schematic diagram of the nozzle structure in an embodiment of the present invention; Figure 7 This is a schematic diagram of the installation of the movable insert plate of the front distortion casing section in an embodiment of the present invention; Figure 8 This is a schematic diagram of the spoiler structure of the casing spoiler section in an embodiment of the present invention; Figure 9 This is a flowchart of the integrated design method for the core engine of an aero-engine test according to an embodiment of the present invention. Detailed Implementation

[0022] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0023] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. This application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] This invention provides an integrated design device and method for aero-engine test core, which is mainly applied to the integrated verification of aero-engine core and the design of its accompanying testing device.

[0025] like Figure 1 As shown, an integrated design device for an aero-engine test core engine according to the present invention includes: a test core engine, which includes a compressor 13, a main combustion chamber 14, and a high-pressure turbine 15; an intake device 11, located at the inlet end of the test core engine and connected to the compressor 13 via an intermediate casing 12; an exhaust device 16, located at the outlet end of the test core engine; and a nozzle 17, located at the outlet end of the exhaust device 16. The intake device 11, exhaust device 16, and nozzle 17 are all modularly designed auxiliary test devices, respectively fixed to the core engine via detachable connections such as flanges. This modular design enables rapid assembly of the test core engine to meet different verification requirements.

[0026] like Figure 2 , Figure 3 , Figure 4 , Figure 7 , Figure 8 As shown, the air intake device 11 is located at the inlet end of the test core machine and specifically includes: a front casing measuring section 21, a front distortion casing section 22, a middle casing section 23, a casing turbulence section 24, a rear casing section 25, a sealing section 26, a front intake cone section 27, a rear intake cone section 28, an intake cone adapter cylinder 29, and a sealing assembly 210. The front casing measuring section 21, the front distortion casing section 22, the middle casing section 23, the casing turbulence section 24, the rear casing section 25, the front intake cone section 27, and the rear intake cone section 28 together form inner and outer flow channels.

[0027] The front casing measuring section 21, the front casing distortion section 22, the middle casing section 23, the casing turbulence section 24, and the rear casing section 25 are connected in sequence to form the external flow channel of the air intake device. Each casing section is designed with front and rear mounting edges, such as... Figure 2 The components are connected to adjacent structures via bolts. The front mounting edge of the front casing measuring section 21 is fixed to the air supply end of the test bench via bolts, and the rear mounting edge of the rear casing section 25 is fixed to the front mounting edge of the intermediate casing 12, thus completing the installation of the external flow channel related structures of the air intake device on the test bench.

[0028] The front section 27 and rear section 28 of the intake cone form the internal flow channel of the intake device and are connected and fixed to the intake cone adapter body 29 by screws. The intake cone adapter body 29 is designed with a rear mounting edge, which is fixed to the front inner mounting edge of the intermediate housing 12 together with the sealing assembly 210 by bolts, thus completing the connection and fixation of the internal flow channel structure of the intake device on the engine.

[0029] The front casing measuring section 21 is equipped with test seats for total temperature and total pressure, which are used to install test probes. The test probes are used to measure the supply air temperature, pressure and flow rate of the entire test, and to calibrate the intake air temperature and pressure of the core machine of the entire test.

[0030] like Figure 7 As shown, the front distortion casing section 22 is equipped with a movable insert plate interface for adding a movable insert plate 221 to the test bench. By inserting the insert plate into the flow channel, local blockage of the flow channel area is achieved, realizing the function of non-uniform intake airflow field. The purpose of this design is to simulate intake distortion conditions to verify the working performance and stability of the core engine under non-uniform intake airflow field. Preferably, the axial distance between the insert plate cross-section and the intake casing outlet cross-section is not less than 2.5D, where D is the outlet flow channel diameter. By setting this distance, excessive interference of the insert plate to the downstream flow field can be avoided, ensuring the realism and controllability of the distortion simulation.

[0031] like Figure 8 As shown, multiple baffles 241 are evenly arranged around the circumference of the casing baffle section 24. Each baffle 241 has several φ3.2mm through holes 242 arranged axially and radially for inserting baffle wires circumferentially to simulate the fan outlet flow field under full-engine conditions. To ensure reliable circumferential fixing of the baffle wires, the number of circumferential baffles is no less than 24. The number and position of the through holes on the baffles need to be determined by CFD numerical analysis to ensure the uniformity of the aerodynamic flow field at the intake casing outlet. The purpose of this design is to finely control the intake airflow field by adjusting the arrangement of the baffle wires, making it closer to the fan outlet flow field under real full-engine conditions, and improving the accuracy of the test results.

[0032] The rear section 25 of the casing is equipped with an air vent pipe interface, a water vent pipe interface, and a total temperature and total pressure test interface. The air vent pipe interface and the water vent pipe interface are used to install the air vent pipe and the water vent pipe, which are connected to the dynamic stress testing device for cooling the dynamic stress testing device (including the telemetry device, the actuator, etc.) during dynamic stress measurement. The total temperature and total pressure test interface is used to install the test sensor to measure the aerodynamic parameters at the outlet of the air intake device. The telemetry device and the actuator are arranged inside the cavity of the air intake cone adapter cylinder 29.

[0033] The sealing section 26 is used to seal gas leakage at the junction of the intake casing and the intermediate casing distribution ring. Specifically, as follows... Figure 3As shown, the sealing section 26 includes a self-locking nut 31, a long screw 32, an inner rubber gasket 33, an outer rubber gasket 34, and a sealing plug 35. A long screw mounting hole is designed in the rear section 25 of the casing. A sealing groove, bolt holes for connecting to the rear mounting edge of the intermediate casing, and a long screw mounting hole are designed on the sealing plug 35. The long screw 32 is installed and fixed to the rear section 25 of the casing and the sealing plug 35 through the self-locking nut 31 and bolts, respectively. The outer rubber gasket 34 is installed in the sealing groove, and the inner rubber gasket 33 is installed on the inner side of the sealing plug corresponding to the outlet of the intermediate casing's distribution ring. The sealing plug is fixed by connecting to the rear mounting edge of the intermediate casing. The long screw 32 and the self-locking nut 31 press the sealing plug against the inner rubber gasket 33 and the outer rubber gasket 34, thus sealing the gas leakage at the junction of the intake casing and the intermediate casing's distribution ring. For ease of installation, the inner rubber gasket 33, outer rubber gasket 34, and sealing plug 35 can be designed with a split structure. This design effectively prevents gas leakage at the joint, ensures the airtightness of the air intake device, and avoids flow measurement errors and flow field distortion caused by leakage.

[0034] The intake cone adapter cylinder 29 is fixed to the intermediate housing 12 via a flange connection, and the front section 27 and the rear section 28 of the intake cone are then connected and fixed via the flange connection. The intake cone adapter cylinder 29 is designed with a channel structure for the exhaust of functional components such as air intake and water intake pipes.

[0035] like Figure 4 As shown, the sealing assembly 210 includes a plug 41, a front cover 42, and a graphite sealing structure 43. The entire sealing assembly is fixedly connected to the intermediate casing 12 and the intake cone adapter cylinder 29 via the flange face above the front cover 42. The graphite sealing structure 43 is used to seal the cavity of the test core machine. An air supply interface is designed on the plug 41 to provide sealing pressure to the graphite sealing structure 43. A sensor mounting base is designed below the front cover 42 for mounting a magnetoelectric speed sensor. Combined with the addition of a sound wheel tooth on the compressor front journal, speed measurement is achieved, meeting the speed measurement requirements of special tests such as rotor power. The purpose of this design is twofold: firstly, to ensure the sealing of the cavity through graphite sealing; and secondly, to integrate the speed sensor mounting structure, providing the necessary speed signal for special tests such as dynamic stress.

[0036] like Figure 5 As shown, the exhaust device 16 is located at the outlet end of the test core machine and includes an air intake device 51, a load-bearing casing 52, a load-bearing support plate 53, an exhaust casing 54, an exhaust support plate assembly 55, a support ring 56, and a rear bearing cavity 57.

[0037] The bleed air device 51 cools the load-bearing support plate 53 and the exhaust support plate assembly 55 using bleed air from the compressor (due to the bleed air requirement of the experimental core machine) or bench air. The load-bearing casing 52 and the exhaust casing 54 are respectively fixed to the load-bearing support plate 53 and the exhaust support plate assembly 55. The rear bearing cavity 57 is connected to the load-bearing support plate 53 via a support ring 56. The rear support point of the high-pressure turbine of the experimental core machine is supported and transmitted through the rear bearing cavity 57, and the load is transmitted to the load-bearing support plate 53 through the support ring 56. At the same time, the auxiliary mounting section and rear lifting point of the experimental core machine are designed on the exhaust casing 54, which is used for the sensing part for measuring the outlet temperature and pressure of the experimental core machine and the measuring points arranged on the load-bearing casing 52.

[0038] like Figure 6 As shown, the nozzle 17 is located at the outlet end of the exhaust device and includes an air supply device 61, a cooling jacket 62, a nozzle cylinder 63, and an area adjustment ring 64. The air supply device 61 is connected to the nozzle cylinder 63, and the cooling jacket 62 is fitted around the outer circumference of the nozzle cylinder 63 to cool it. The air supply device 61 is supplied with air from the engine test bench to reduce the wall temperature of the nozzle cylinder 63. If the exhaust outlet temperature is low, the air supply device and cooling jacket can be omitted. To adapt to different operating conditions and overall machine performance matching, an area adjustment ring 64 with different outlet diameters is designed at the outlet position of the nozzle cylinder 63. It is fixed to the nozzle cylinder 63 by radial screws, allowing for adjustable exhaust outlet area. Preferably, the area adjustment ring 64 is a replaceable structure with multiple different outlet diameters. This design allows for rapid adjustment of the nozzle outlet area by replacing the area adjustment rings with different outlet diameters, meeting the performance debugging needs of the test core machine under different operating conditions and reducing testing costs.

[0039] This invention also provides an integrated design method for an aero-engine test core, based on the aforementioned device, such as... Figure 9 As shown, the method includes the following steps: S1. Determine the integration and verification requirements of the core test unit, including performance matching, durability, and key testing requirements.

[0040] S2. Based on the inlet and outlet performance of the test core machine, carry out the aerodynamic matching design of the inlet and outlet of the test core machine and the flow channel design of the test specimen.

[0041] Specifically, the aerodynamic matching method for the test core machine inlet is as follows: To better match the aerodynamics of the compressor 13 inlet while meeting the overall machine load-bearing design requirements, the intermediate casing 12 of the test core machine adopts the overall machine technical state; therefore, the test core machine inlet is the inlet of the intermediate casing's inner duct. The aerodynamic matching of the test core machine inlet aims to ensure that the inlet airflow parameters (flow rate, pressure, temperature, velocity, etc.) match the overall environment of the test core machine, while also ensuring that the inlet pressure distribution characteristics remain as consistent as possible with the overall machine environment. Based on these requirements, the inlet airflow duct design is achieved by using CFD and other software to match the intermediate casing interface.

[0042] The aerodynamic matching method for the test core engine outlet is as follows: Since the rear load-bearing frame of most turbofan engines is located at the low-pressure turbine rotor outlet, the test core engine cannot use the rear load-bearing components of the entire engine. Therefore, an exhaust device 16 needs to be designed, and the test core engine outlet is defined at the outlet of the high-pressure turbine rotor 15. The aerodynamic matching of the test core engine outlet is to ensure that the outlet airflow parameters (flow rate, outlet airflow angle, axial length) match the overall environment of the test core engine. Generally, the axial length of the high-vortex blades and exhaust support plates is generally not less than 0.35 times the blade length. Based on the above requirements, CFD and other design methods are used to match the design of the test core engine outlet flow channel. At the same time, a fixed nozzle is designed at the very end of the test core engine, with its inlet consistent with the outlet of the exhaust device 16. Its flow channel is also designed using CFD and other design methods, and its outlet area design matches the overall performance design of the test core engine. Generally, the test core engine outlet design uses different groups of outlet areas. To simplify the test core engine structure, the exhaust device and nozzle can also be designed in a coupled manner, without designing a separate independent nozzle structure.

[0043] S3. Based on the design results of step S2 and combined with the integration verification test requirements, determine the design and layout of the special test scheme for the test core machine.

[0044] Specifically, the special testing requirements for the core engine include tip clearance measurement and dynamic stress measurement of compressor and high-pressure turbine rotor blades. For tip clearance measurement and non-contact rotor blade dynamic stress measurement, speed signal acquisition is required; therefore, installation space and structures for magnetoelectric speed sensors and fiber optic sensors are reserved at the inlet end of the test core engine. For compressor rotor blade dynamic stress measurement, installation and fixing structures for actuators or telemetry generators are reserved at the inlet end of the test core engine. For high-pressure turbine rotor blade dynamic stress measurement, to reduce the technical difficulties caused by the high-temperature test environment, installation and fixing structures for actuators or telemetry generators are also reserved at the inlet end of the test core engine.

[0045] S4. Based on the design results of steps S2 and S3, design the test specimen for the core test machine. The test specimen design includes the modular design of the air intake device, exhaust device, and nozzle. The structures of the air intake device, exhaust device, and nozzle are as described above and will not be repeated here.

[0046] S5. Complete the integrated design of the test core machine and carry out integrated verification.

[0047] Specifically, after completing the integrated design of the test core machine, it is verified whether it meets the requirements. If it does not meet the requirements, the relevant design parameters or structure are adjusted until the requirements are met.

[0048] Through the above steps, the embodiments of the present invention realize the rapid integrated design of the experimental core machine, which can support the rapid verification requirements of the aero-engine core machine.

[0049] In summary, the embodiments of the present invention achieve multi-functional integration and rapid construction of the test core machine through modular design of the air intake device, exhaust device and nozzle, and integrate the front distortion casing section, casing turbulence section, sealing section and sealing component into the air intake device, and design a replaceable area adjustment ring in the nozzle, which significantly improves the efficiency and effect of core machine test verification.

[0050] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, various modifications and variations can be made to the embodiments of the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An integrated design device for an aero-engine test core, characterized in that, include: The test core machine includes a compressor (13), a main combustion chamber (14), and a high-pressure turbine (15). An air intake device (11) is located at the inlet end of the test core machine, and the air intake device includes: The front section of the distorted casing (22) is provided with a movable insert plate interface for inserting a movable insert plate (221) to partially block the flow channel; The casing spoiler section (24) has multiple spoilers (241) arranged circumferentially on it, and the spoilers are provided with through holes (242) for inserting spoiler wires. The sealing section (26) is used to seal the gas leakage at the junction of the intake casing and the intermediate casing distribution ring. The sealing assembly (210) includes a graphite sealing structure (43) and a speed sensor mounting base; The exhaust device (16) is located at the outlet end of the test core machine; The nozzle (17) is located at the outlet end of the exhaust device; The air intake device, exhaust device, and nozzle are all modularly designed test devices, which are detachably connected to the core test machine.

2. The integrated design device for the core engine of an aero-engine test as described in claim 1, characterized in that, The sealing section (26) includes a sealing plug (35), an inner rubber gasket (33), an outer rubber gasket (34), a long screw (32), and a self-locking nut (31). The gas leakage is sealed by pressing the rubber gasket with the long screw (32) and the self-locking nut (31).

3. The integrated design device for the core engine of an aero-engine test as described in claim 1, characterized in that, The axial distance between the cross section of the movable insert plate (221) and the outlet cross section of the intake casing is not less than 2.5D, where D is the diameter of the outlet flow channel.

4. The integrated design device for the core engine of an aero-engine test as described in claim 1, characterized in that, The number of the spoilers (241) arranged circumferentially is not less than 24, and the diameter of the through holes (242) is 3.2 mm. The number and position of the through holes are determined by CFD numerical analysis.

5. The integrated design device for the core engine of an aero-engine test as described in claim 1, characterized in that, The exhaust device (16) includes: a load-bearing housing (52) and an exhaust housing (54); a load-bearing support plate (53) and an exhaust support plate assembly (55), which are respectively used to fix the load-bearing housing (52) and the exhaust housing (54); a rear bearing cavity (57), which is connected to the load-bearing support plate (53) through a support ring (56); an air duct device (51), which is used to cool the load-bearing support plate (53) and the exhaust support plate assembly (55); and the support ring (56) is used to transfer the load of the rear bearing cavity (57) to the load-bearing support plate (53).

6. The integrated design device for the core engine of an aero-engine test according to claim 1, characterized in that, The nozzle (17) includes: a nozzle body (63); an air supply device (61) and a cooling jacket (62) for cooling the nozzle body (63); and an area adjustment ring (64) located at the outlet end of the nozzle body and fixed by radial screws for adjusting the exhaust outlet area.

7. The integrated design device for the core engine of an aero-engine test as described in claim 6, characterized in that, The area adjustment ring (64) is a replaceable structure with multiple different outlet diameters.

8. An integrated design method for an aero-engine test core, based on the apparatus described in any one of claims 1 to 7, characterized in that, Includes the following steps: S1. Determine the integration and verification requirements for the core test unit, including performance matching, durability, and key testing requirements; S2. Based on the inlet and outlet performance of the test core machine, carry out the aerodynamic matching design of the inlet and outlet of the test core machine and the flow channel design of the test specimen; S3. Based on the design results of step S2 and combined with the integration verification test requirements, determine the design and layout of the special test scheme for the test core machine; S4. Based on the design results of steps S2 and S3, carry out the design of the test core machine auxiliary test piece. The design of the auxiliary test piece includes the modular design of the air intake device, the exhaust device and the nozzle. S5. Complete the integrated design of the test core machine and carry out integrated verification.

9. The integrated design method for the core engine of an aero-engine test according to claim 8, characterized in that, The aerodynamic matching design includes: the inlet adopts CFD design to match the intermediate casing flow channel, ensuring that the inlet airflow parameters match the overall environment of the test core machine; the outlet adopts CFD design to match the flow channel, ensuring that the axial length of the high vortex blade and the exhaust support plate is not less than 0.35 times the blade length; the nozzle outlet area design matches the overall performance design of the test core machine, and different groups of outlet areas are designed.

10. The integrated design method for the core engine of an aero-engine test according to claim 8, characterized in that, The special testing requirements include blade tip clearance measurement, compressor and high-pressure turbine rotor blade dynamic stress measurement, which are achieved by reserving a magnetoelectric speed sensor and fiber optic sensor mounting structure at the air inlet end of the test core machine, as well as an installation and fixing structure for the actuator or telemetry generator.

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