CN221745536U - A turbojet engine test equipment and test vehicle platform - Google Patents

Abstract

The present application discloses a turbojet engine test equipment and a test bench thereof, and relates to the field of turbojet engine testing technology. The test bench comprises: a fixed support; a dynamic support, which forms a sliding connection with the fixed support along a first direction; the first direction is parallel to the jet direction of the turbojet engine; a fixing assembly, which is used to fix the turbojet engine to the dynamic support; a force transmission rod, which extends along the first direction, the first end of the force transmission rod is arranged on the dynamic support, and the second end of the force transmission rod is used to abut against the test system. The turbojet engine test bench proposed in the present application has a simple structure and a low manufacturing cost, that is, it can reduce the test cost. And it can fix various types of micro-turbojet engines on the dynamic support through a fixing assembly. Compared with the prior art that a test bench can only test one type of turbojet engine, it can further reduce the test cost.

Description

A turbojet engine test equipment and test vehicle platform

Technical Field

The present application relates to the technical field of turbojet engine testing, and in particular to a turbojet engine testing device and a test vehicle platform thereof.

Background Art

As an emerging power device, the micro gas turbojet engine has important application prospects in high-speed unmanned aircraft due to its light weight, high power and high energy density. It is highly valued in the field of turbojet engines and has been widely used in many other fields. In order to maintain the small size of the micro turbojet engine itself, a mechanical hydraulic backup system is generally not set in the control system of the micro turbojet engine, and only a digital electronic control system is used. Although this structure can reduce the weight and volume of the control system, it also reduces the reliability of the entire turbojet engine control system to a certain extent. Since the components such as sensors and electronic actuators in the turbojet engine control system work in harsh environments such as high temperature, high pressure, and strong vibration, they are easily affected by external interference and cause failures. Therefore, when purchasing a micro turbojet engine, it is necessary to conduct performance test acceptance on the turbojet engine. In the prior art, there are many test benches for turbojet engines. For example, patent documents with patent publication number CN110261117A, titled Turbojet Engine Simulation Test System, and patent publication number CN109443788A, titled A Turbojet Engine Test Bench System, both disclose similar turbojet engine test benches. However, the above-mentioned turbojet engine test benches are relatively complex in structure and are only suitable for large turbojet engine testing, not for micro-turbojet engine testing. If the above-mentioned test benches are scaled down and applied to micro-turbojet engine testing, the manufacturing cost will increase due to the complexity of the test bench itself.

Utility Model Content

The purpose of the present application is to provide a turbojet engine test equipment and a test vehicle platform thereof, so as to solve the technical problems in the prior art that the test vehicle platform for micro-gas turbojet engines has a complex structure and a high test cost.

To achieve the above objectives, this application provides the following technical solutions:

In the first aspect, the present application proposes a technical solution for a turbojet engine test bench, the test bench comprising: a fixed support; a dynamic support, which forms a sliding connection with the fixed support along a first direction; the first direction is parallel to the jet direction of the turbojet engine; a fixing assembly, used to fix the turbojet engine to the dynamic support; a force transmission rod, extending along the first direction, the first end of the force transmission rod is arranged on the dynamic support, and the second end of the force transmission rod is used to interfere with the test system.

As a specific solution in the technical solution of the present application, the fixing assembly includes a flange and a clamp arranged on the dynamic support, the flange is used to fix the air inlet end of the turbojet engine; the clamp is used to fix the air outlet end of the turbojet engine.

As a specific solution in the technical solution of the present application, the fixed support is provided with a sliding rail, the movable support is provided with a sliding block, and the movable support and the fixed support form a sliding connection along the first direction through the sliding rail and the sliding block.

As a specific solution in the technical solution of the present application, it also includes a limit block, which is arranged on the fixed support and is used to limit the displacement of the movable support along the first direction.

In a second aspect, the present application proposes a technical solution for a turbojet engine test equipment, which includes a turbojet engine test vehicle platform as described in any one of the first aspects.

As a specific solution in the technical solution of the present application, it also includes: a test system, at least for testing the thrust of the turbojet engine; and a fuel system, for providing fuel to the turbojet engine.

As a specific solution in the technical solution of the present application, the maximum height of the test system in the vertical direction is lower than the minimum height of the air intake of the turbojet engine in the vertical direction.

As a specific solution in the technical solution of the present application, the testing system includes: a support frame; and a pressure sensor, which is arranged on the support frame.

As a specific solution in the technical solution of the present application, the testing system also includes: a sliding trough body, the support frame is arranged on the sliding trough body; a first adjusting member, arranged on the sliding trough body, used to control the support frame to move along a second direction, the second direction is perpendicular to the first direction; a second adjusting member, arranged on the support frame, used to control the pressure sensor to move along a third direction, the third direction is perpendicular to the first direction and the second direction.

As a specific scheme in the technical scheme of the present application, the fuel system includes: a main fuel circuit, on which a fuel tank, a first control valve, and an oil pump are arranged in series in sequence; a first end of the main fuel circuit is connected to the fuel tank, and a second end of the main fuel circuit is used to be connected to the oil inlet of the turbojet engine to be tested; a branch fuel circuit, a first end of the branch fuel circuit is connected to the fuel tank; a second end of the branch fuel circuit is connected to the main fuel circuit after the output end of the oil pump, and the branch fuel circuit is also provided with a second control valve and a two-way pump.

As a specific solution in the technical solution of the present application, a flow meter and a pressure gauge are sequentially arranged after the main fuel circuit is located at the output end of the oil pump; the second end of the branch fuel circuit is connected to the main fuel circuit located between the oil pump and the flow meter.

As a specific solution in the technical solution of the present application, a fuel filter and a third control valve are further provided after the main fuel line is located at the output end of the oil pump, and the fuel filter is located between the oil pump and the flow meter.

As a specific solution in the technical solution of the present application, the fuel system also includes a return oil pipeline and a return oil tank, one end of the return oil pipeline is connected to the return oil tank, the other end of the return oil pipeline is connected to the bottom of the turbojet engine, and a fourth control valve is also arranged on the return oil pipeline.

Compared with the prior art, the beneficial effects of this application are:

The turbojet engine test bench proposed in the present application has a simple structure and a low manufacturing cost, that is, it can reduce the test cost. Moreover, it can fix various types of micro-sized turbojet engines on the dynamic support through the fixing assembly, that is, the test bench can be suitable for the test of various types of micro-sized turbojet engines, which can further reduce the test cost compared with the prior art in which one test bench can only test one type of turbojet engine.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a perspective view of a turbojet engine test device proposed in an embodiment of the present application;

FIG2 is a front view of FIG1 ;

FIG3 is a perspective view of a turbojet engine test bench proposed in an embodiment of the present application;

FIG4 is a three-dimensional diagram of a test system proposed in an embodiment of the present application;

FIG5 is a schematic diagram of the structure of a fuel system proposed in an embodiment of the present application.

In the figure: 100, test bench; 101, fixed support; 102, dynamic support; 103, sliding rail; 104, sliding block; 105, flange; 106, clamp; 107, force transmission rod; 108, limit block; 200, test system; 201, support frame; 202, pressure sensor; 203, sliding trough; 204, first adjusting member; 205, second adjusting member; 300, fuel system; 301, fuel tank; 302, second control valve; 303, first control valve; 304, oil pump; 305, fuel filter; 306, third control valve; 307, flow meter; 308, pressure gauge; 309, fourth control valve; 310, return oil tank; 311, two-way pump; 400, turbojet engine.

DETAILED DESCRIPTION

The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

It should be noted that, in the description of the present application, the terms "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description. They do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore should not be understood as a limitation on the present application.

Furthermore, it should be understood that for the sake of ease of description, the sizes of the various components shown in the drawings are not drawn according to actual proportions. For example, the thickness or width of certain layers may be exaggerated relative to other layers.

It should be noted that like reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined or described in one drawing, it will not require further detailed discussion and description in the description of the subsequent drawings.

In order to solve the technical problems raised by the background technology, as shown in Figures 1 to 3, the present application proposes an embodiment of a turbojet engine test bench 100. Specifically, the test bench 100 is used to fix the turbojet engine 400. As shown in Figure 3, the test bench 100 includes a fixed support 101, a dynamic support 102 and a force transmission rod 107. Among them, the dynamic support 102 forms a sliding connection with the fixed support 101 along a first direction; the first direction is parallel to the jet direction of the turbojet engine 400. The fixing assembly is used to fix the turbojet engine 400 on the dynamic support 102. The force transmission rod 107 extends along the first direction, and the first end of the force transmission rod 107 is arranged on the dynamic support 102, and the second end of the force transmission rod 107 is used to conflict with the test system 200.

It should be clear that, as shown in Figures 1 and 2, after the turbojet engine 400 is started, the turbojet engine 400 can generate thrust in the first direction. Since the dynamic support 102 and the fixed support 101 form a sliding connection in the first direction, the dynamic support 102 can move in the first direction under the thrust of the turbojet engine 400. In other words, the force transmission rod 107 on the dynamic support 102 can also move in the first direction to apply thrust to the test system 200 (that is, conflict with the test system 200). It is easy to understand that the magnitude of the thrust can be tested based on the pressure sensor 202 in the test system 200. Under the premise of ignoring the friction between the dynamic support 102 and the fixed support 101, the magnitude of the thrust can be considered as the thrust generated by the turbojet engine 400.

It should be clear that in the embodiment of the present application, in order to enable the movable support 102 and the fixed support 101 to form a sliding connection. As shown in Figure 3, the fixed support 101 is provided with a sliding rail 103, and the movable support 102 is provided with a sliding block 104. The movable support 102 and the fixed support 101 form a sliding connection along the first direction through the sliding rail 103 and the sliding block 104. In the embodiment of the present application, the sliding rail 103 and the sliding block 104 can form a sliding connection in any form. For example, in one embodiment of the present application, the sliding rail 103 can be an electromagnetic guide rail, and the sliding block 104 can be an electromagnetic slider. The use of magnetic levitation makes the manufacturing cost of the test bench 100 proposed in the present application higher. In order to reduce the manufacturing cost of the test bench 100, in another embodiment of the present application, the sliding rail 103 can be a slide groove, and the sliding block 104 can be a slider. The friction generated by the slide groove and the slider itself is relatively large, and in the long-term use process, the wear between the slide groove and the slider easily makes the concentricity of the force transmission rod 107 and the test system 200 poor, which leads to inaccurate thrust test results. In order to reduce the friction and wear between the sliding rail 103 and the sliding block 104, in another embodiment of the present application, the sliding rail 103 can be a guide sleeve shaft, and the sliding block 104 can be a ball linear guide sleeve pair. The test vehicle 100 of this embodiment uses a ball linear guide sleeve pair and a guide sleeve shaft to effectively reduce friction, and the minimum rolling friction coefficient can reach 0.001. It can not only reduce the friction between the sliding rail 103 and the sliding block 104, but also ensure the concentricity of the force transmission rod 107 and the test system 200 in long-term use.

As can be seen from the foregoing, in an embodiment of the present application, the turbojet engine 400 to be tested needs to be fixed on the dynamic support 102 by a fixing assembly. In an embodiment of the present application, the fixing assembly can be an assembly of any form. For example, in an embodiment of the present application, the turbojet engine 400 can be directly welded to a base plate (not shown in the figure), and then the base plate is screwed to the dynamic support 102. In order to facilitate the disassembly of the turbojet engine 400, as shown in Figure 3, in one embodiment of the present application, the fixing assembly includes a clamp 106 arranged on the dynamic support 102, and the clamp 106 is used to fix the air outlet end of the turbojet engine 400. Through the setting of the clamp 106, any different models of turbojet engines 400 can be fixed on the dynamic support 102.

It should be clear that the turbojet engine 400 needs to go through several minutes to accelerate from the startup process to the slow-speed state and the highest speed state. During this period, the thrust of the turbojet engine 400 is often unstable, which will cause impact vibration to the connection between it and the test bench 100. For this dynamic load, it should not only be ensured that the test bench 100 itself will not be damaged under the maximum thrust, that is, the test bench 100 should have sufficient strength, and the connection between the turbojet engine 400 and the dynamic support 102 also needs to have sufficient strength. In another embodiment of the present application, in order to increase the connection strength between the turbojet engine 400 and the dynamic support 102, as shown in Figure 3, the fixing assembly can also include a flange 105 arranged on the dynamic support 102, and the flange 105 is used to be screwed with the flange on the air inlet end of the turbojet engine 400, so that the connection between the turbojet engine 400 and the dynamic support 102 is more stable.

In order to prevent the turbojet engine 400 from being excessively displaced along the first direction, in one embodiment of the present application, as shown in FIG3 , the test bench 100 further includes a limit block 108 , which is disposed on the fixed support 101 and is used to limit the displacement of the movable support 102 along the first direction.

It should be clear that the turbojet engine test bench proposed in the embodiment of the present application has a simple structure and a low manufacturing cost, that is, it can reduce the test cost. And it can fix various types of micro-sized turbojet engines on the dynamic support through the fixing assembly, that is, the test bench can be suitable for the test of various types of micro-sized turbojet engines, which can further reduce the test cost compared to the prior art that one test bench can only test one type of turbojet engine.

After introducing all the embodiments of the turbojet engine test bench proposed in the present application, the following introduces an embodiment of a turbojet engine test equipment proposed in the present application. Specifically, as shown in Figures 1 to 5, the turbojet engine test equipment includes a test system 200, a fuel system 300, and a turbojet engine test bench 100 proposed in any of the above embodiments; the test system 200 is at least used to test the thrust of the turbojet engine 400, and the fuel system 300 is used to provide fuel to the turbojet engine 400.

Specifically, as shown in FIG4 , the test system 200 includes a support frame 201 and a pressure sensor 202, wherein the pressure sensor 202 is disposed on the support frame 201. During the experiment, the force transmission rod 107 conflicts with the pressure sensor 202, and the pressure sensor 202 tests the thrust of the turbojet engine 400. It should be understood that since the thrust generated by the turbojet engine 400 based on the force transmission rod 107 is relatively large, the support frame 201 needs to have a strength capable of supporting the above thrust.

It should be clear that when the turbojet engine 400 is working, it needs to suck in air from the air inlet, and the sucked air burns with the fuel inside the turbojet engine 400 to produce high-temperature combustion gas, which is then ejected from the air outlet of the turbojet engine 400 to generate thrust. In order to make the air intake of the turbojet engine 400 smooth and not affected by the test system 200, so that the measurement result is closer to reality, in one embodiment of the present application, as shown in FIG2 , the highest height of the test system 200 in the vertical direction (i.e., the height h in FIG2 ) is lower than the lowest height of the turbojet engine 400 in the vertical direction (i.e., the height H in FIG2 ).

In order to measure the thrust more accurately, in the embodiment of the present application, the force transmission components (for example: the test contacts on the pressure sensor 202, the force transmission rod 107, etc.) are made of hard aluminum with good rigidity, and a spirit level is used during installation to ensure the coaxiality between the contacts of the pressure sensor 202 and the force transmission rod 107, as well as the horizontality between the contacts of the pressure sensor 202, the force transmission rod 107, and the center axis of the turbojet engine 400, so as to ensure the measurement accuracy.

As can be seen from the foregoing, during long-term use, it is necessary to adjust the coaxiality between the contact of the pressure sensor 202 and the force transmission rod 107. In order to facilitate the adjustment of the coaxiality between the contact of the pressure sensor 202 and the force transmission rod 107, as shown in Figure 4, the test system 200 also includes a sliding groove body 203, a first adjustment member 204 and a second adjustment member 205. Among them, the support frame 201 is arranged on the sliding groove body 203. The first adjustment member 204 is arranged on the sliding groove body 203, and is used to control the support frame 201 to move along the second direction, and the second direction is perpendicular to the first direction. The second adjustment member 205 is arranged on the support frame 201, and is used to control the pressure sensor 202 to move along the third direction, and the third direction is perpendicular to the first direction and the second direction.

Specifically, the relative position between the pressure sensor 202 and the force transmission rod 107 can be adjusted by the first adjusting member 204 and the second adjusting member 205 until the contact of the pressure sensor 202 is coaxial with the force transmission rod 107. In the embodiment of the present application, the first adjusting member 204 and the second adjusting member 205 are any parts that can adjust the relative position between the pressure sensor 202 and the force transmission rod 107. For example, the first adjusting member 204 and the second adjusting member 205 can be an electric push rod or a hydraulic push rod, or as shown in FIG4 , the first adjusting member 204 and the second adjusting member 205 can be a threaded rod (the threads of the threaded rod are not shown in the figure).

In the embodiment of the present application, there is no restriction on the model and type of the pressure sensor 202. For example, the patent publication number CN110261117A, named turbojet engine simulation test system, or the patent publication number CN109443788A, named a turbojet jet turbojet engine test bench system, can be selected as the pressure sensor 202 in the embodiment of the present application. In a specific embodiment of the present application, a thrust sensor with a range of 0-2500N is selected as the pressure sensor 202 in the embodiment of the present application. First, the output sensitivity, accuracy level, and working environment temperature of the thrust sensor of this range all meet the requirements of the turbojet engine test equipment. Secondly, the basic working parts of the thrust sensor are resistance strain gauges composed of an elastic beam and four resistance strain gauges. The bridge is in a balanced state when no load is applied, and there is no unbalanced voltage (or current) output; when the measured external force acts on the elastic beam through the force-bearing pressure head, its stress is proportional to the external load. Through the signal transmitter matched by the manufacturer, it is converted into an analog quantity and transmitted to the computer to realize the measurement of thrust.

In order to be able to test the vibration generated by the turbojet engine 400 during the test, in one embodiment of the present application, the test system 200 may also include a plurality of vibration sensors (not shown in the figure). It should be clear that the vibration of the turbojet engine 400 is tested by the vibration sensor in order to dynamically test the operation of the turbojet engine 400. In order to better measure the vibration of the turbojet engine and monitor the working state of the turbojet engine, the installation position of the vibration sensor may be near the connection position between the turbojet engine 400 and the test vehicle 100, and the installation of the vibration sensor is glued. Of course, in an embodiment of the present application, the vibration sensor may also be arranged in the turbojet engine 400 in other common arrangements. For example, each vibration sensor may also be arranged in the arrangement mode of the vibration sensor in the turbojet engine simulation test system, as disclosed in the patent publication number CN110261117A.

Specifically, the test system 200 can automatically measure the vibration signal of the turbojet engine 400 through the vibration sensor, input the vibration signal of the turbojet engine 400 into the computer for calculation and analysis, and timely feedback the vibration condition of the turbojet engine 400 test. It can also set the vibration upper limit alarm value according to the test situation. When the vibration upper limit is reached, the turbojet engine test equipment can realize automatic parking to protect the turbojet engine 400. And the vibration measurement data is recorded and stored in real time for subsequent analysis of the vibration condition of the turbojet engine 400 test.

In the embodiment of the present application, the model and type of the vibration sensor are not limited. Any conventional vibration sensor on the market can be used. In a specific embodiment of the present application, the vibration sensor has a vibration sensor with a vibration measurement frequency range of 160HZ to 2000HZ. The signal acquisition and processing system in the test system 200 adopts the high-speed acquisition module of National Instruments, which is a 24-bit 4-channel A/D data acquisition card of NI company. This module is widely used in noise and vibration diagnosis, and its maximum sampling rate is 51.2kS/s. It can be configured with AC/DC coupling, anti-aliasing filter and IEPE signal conditioner, which can ensure that the sensor with a large dynamic range can be accurately measured. The NI-9234 module can also be used for data transmission via USB.

As can be seen from the foregoing, in the embodiment of the present application, the fuel system 300 is used to provide fuel to the turbojet engine 400. That is to say, in the embodiment of the present application, the fuel system 300 can be any system that can provide fuel to the turbojet engine 400. For example, the fuel system 300 can be a fuel system in a turbojet engine simulation test system with a patent publication number of CN110261117A. In a specific embodiment of the present application, as shown in FIG5 , the fuel system 300 may include a main fuel line, and the main fuel line includes a fuel tank 301, a first control valve 303, an oil pump 304, etc. connected in series in sequence. Among them, the first control valve 303 is used to control the opening and closing of the main fuel line; the oil pump 304 is used to transport the fuel in the fuel tank 301 to the turbojet engine 400.

It should be clear that in the process of testing the turbojet engine 400, it is generally necessary to start the turbojet engine 400 first, and then gradually increase the turbojet engine 400 from a low working condition to a full working condition. When the turbojet engine 400 is in different working conditions, the amount of fuel required is inconsistent. When the turbojet engine 400 is generally started, the amount of fuel required is the least; when the turbojet engine 400 is in full working condition, the amount of fuel required is the most. That is to say, in the test of the turbojet engine 400, it is necessary to supply fuel to the turbojet engine 400 based on the working condition that the turbojet engine 400 wants to achieve. In this embodiment, the turbojet engine 400 can be adjusted by controlling the power of the oil pump 304. That is, in this embodiment, if the working condition of the turbojet engine 400 is to be improved, the power of the oil pump 304 is increased, that is, the fuel supply of the turbojet engine 400 will increase; if the working condition of the turbojet engine 400 is to be reduced, the power of the oil pump 304 is reduced, that is, the fuel supply of the turbojet engine 400 will be reduced. When designing the fuel system 300 of the turbojet engine test equipment, it is necessary to select an oil pump 304 with a suitable rated power based on the turbojet engine 400 to be tested, so that the oil pump 304 can meet the fuel supply demand when the turbojet engine 400 is started and can also meet the fuel supply demand when the turbojet engine 400 is in full working condition.

In the case where the power range of the oil pump 304 in the turbojet engine test equipment does not match the fuel supply demand of the turbojet engine 400 to be tested. If the turbojet engine 400 used for the test has a low fuel consumption, even if the power of the oil pump 304 is reduced to the minimum, it will still cause the turbojet engine 400 to be over-fueled when starting, which will result in the inability to accurately obtain the test results, or even damage to the turbojet engine 400; if the turbojet engine 400 used for the test has a high fuel consumption, even if the power of the oil pump 304 is increased to the maximum, it will still cause the turbojet engine 400 to be insufficiently fueled and unable to be increased to full working conditions, which will result in the inability to accurately obtain the test results, or even damage to the turbojet engine test equipment. In other words, the existing turbojet engine test equipment is subject to the fuel system, resulting in poor versatility of the turbojet engine test equipment.

In order to improve the versatility of the fuel system 300 in the embodiment of the present application, as shown in FIG5 , the embodiment of the present application proposes an embodiment of a fuel system 300 of a turbojet engine test equipment, and the fuel system 300 includes a main fuel circuit and a branch fuel circuit. Among them, the main fuel circuit is sequentially arranged in series with a fuel tank 301, a first control valve 303, and an oil pump 304, and the first end of the main fuel circuit is connected to the fuel tank 301, and the second end of the main fuel circuit is used to be connected to the oil inlet of the turbojet engine 400 to be tested. The first end of the branch fuel circuit is connected to the fuel tank 301, and the second end of the branch fuel circuit is connected to the main fuel circuit after the output end of the oil pump 304, and the branch fuel circuit is also provided with a second control valve 302 and a two-way pump 311.

It should be clear that in the embodiment of the present application, as shown in FIG5 , the fuel system 300 can not only supply fuel to the turbojet engine 400 through the fuel pump 304, but also can adjust the fuel supplied to the turbojet engine 400 through the two-way pump 311. It is easy to understand that since the two-way pump 311 can supply fuel in both directions, that is, the two-way pump 311 can be used to transport the fuel in the fuel distribution path from the first end to the second end of the fuel distribution path, and the two-way pump 311 can also be used to transport the fuel in the fuel distribution path from the second end to the first end of the fuel distribution path.

In the case where the power range of the oil pump 304 in the turbojet engine test equipment does not match the fuel supply demand of the turbojet engine 400 to be tested. If the turbojet engine 400 used for the test has a low fuel consumption, even if the power of the oil pump 304 is reduced to the minimum, it will still cause the turbojet engine 400 to be over-fueled when starting, then the two-way pump 311 can be used to transport the fuel in the fuel path from the second end of the fuel path to the first end. Since the first end of the fuel path is connected to the fuel tank 301, and the second end of the fuel path is connected to the main fuel path after the output end of the oil pump 304, the two-way pump 311 can pump the fuel in the main fuel path after the output end of the oil pump 304 back to the fuel tank 301. That is, reduce the amount of fuel pumped into the turbojet engine 400 so that the fuel amount can meet the turbojet engine 400 startup fuel supply demand. If the turbojet engine 400 used for the test has a large fuel consumption, even if the power of the oil pump 304 is increased to the maximum, it will still cause the turbojet engine 400 to be insufficiently supplied with fuel and cannot be increased to the full working condition, then the two-way pump 311 can be used to transport the fuel in the fuel path from the first end of the fuel path to the second end. Since the first end of the fuel path is connected to the fuel tank 301, and the second end of the fuel path is connected to the main fuel path after the output end of the oil pump 304, the two-way pump 311 can transport the fuel in the fuel tank 301 to the position in the main fuel path after the output end of the oil pump 304. That is, the amount of fuel pumped into the turbojet engine 400 is increased so that the fuel amount can meet the full working condition fuel supply demand of the turbojet engine 400.

It should be clear that the embodiments of the present application can effectively improve the fuel supply range of the fuel system in the turbojet engine test equipment through the setting of a bidirectional pump, so that the fuel system can meet the fuel supply requirements during the testing of different types of turbojet engines, thereby improving the versatility of the turbojet engine test equipment.

In one embodiment of the present application, in order to accurately monitor the amount of fuel and the fuel pressure supplied to the turbojet engine 400, as shown in FIG5 , a flow meter 307 and a pressure gauge 308 are sequentially arranged after the output end of the oil pump 304 in the main fuel path. The second end of the branch fuel path is connected to the main fuel path between the oil pump 304 and the flow meter 307. In other words, the fuel supplied to the turbojet engine 400 by the main fuel path and the branch fuel path can pass through the flow meter 307, that is, the flow meter 307 can measure the fuel supplied to the turbojet engine 400. And the pressure gauge 308 can measure the pressure of the fuel supplied to the turbojet engine 400.

In the embodiment of the present application, there is no restriction on the type and model of flow meter 307. In a specific embodiment of the present application, flow meter 307 can be selected from turbine flow meter, which has the characteristics of simple structure, light weight, high precision, good reproducibility, sensitive response, easy installation, maintenance and use. The fuel used in this embodiment is aviation kerosene, and the fuel flow measured by the turbine flow meter can be corrected by the correction formula provided by the manufacturer to obtain the actual flow. The turbine flow meter can communicate with the monitoring computer using RS485 communication to monitor the flow of the turbojet engine 400 fuel in real time.

In one embodiment of the present application, in order to filter the water vapor and impurities in the fuel and avoid the impurity of the fuel affecting the performance of the turbojet engine 400, as shown in FIG5 , a fuel filter 305 and a third control valve 306 are also provided after the output end of the oil pump 304 in the main fuel path, and the fuel filter 305 is located between the oil pump 304 and the flow meter 307. It is easy to understand that the fuel filter 305 can filter the fuel in the main fuel path. In order to enable the fuel filter 305 to filter the fuel in the branch fuel path, the second end of the branch fuel path can be connected to the main fuel path between the oil pump 304 and the fuel filter 305.

During the test of the turbojet engine 400, if the turbojet engine 400 is abnormal, in order to stably shut down the supply of fuel, as shown in FIG5 , the fuel system 300 may further include a third control valve 306 disposed after the output end of the oil pump 304. It should be understood that the stability of shutting down the supply of fuel can be increased by providing a double insurance of the first control valve 303 and the third control valve 306. In an embodiment, one of the first control valve 303 and the third control valve 306 may be a manual control valve, and the other may be an electric control valve.

In one embodiment of the present application, in order to collect the unburned fuel in the turbojet engine 400 after the test is completed. As shown in FIG5 , the fuel system 300 further includes a return oil pipeline and a return oil tank 310, one end of the return oil pipeline is connected to the return oil tank 310, and the other end of the return oil pipeline is connected to the bottom of the turbojet engine 400, and a fourth control valve 309 is also provided on the return oil pipeline. After the test is completed, the fourth control valve 309 is opened, and the fuel in the turbojet engine 400 can enter the return oil tank 310 through the return oil pipeline under the action of gravity.

It should be clear that the turbojet engine test equipment proposed in the embodiment of the present application has a simple structure and a low manufacturing cost, that is, it can reduce the test cost. And it can fix various types of micro turbojet engines on the dynamic support through the fixing assembly, that is, the test equipment can be applied to the test of various types of micro turbojet engines, which can further reduce the test cost compared with the prior art that one test equipment can only test one type of turbojet engine.

Although the embodiments of the present application have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the appended claims and their equivalents.

Claims (10)

1. A turbojet engine test bench (100), characterized in that the test bench (100) comprises: Fixed support (101); A movable support (102) is slidably connected with the fixed support (101) along a first direction; the first direction is parallel to the jet direction of the turbojet engine (400); A fixing assembly, used for fixing the turbojet engine (400) to the dynamic support (102); The force transmission rod (107) extends along a first direction, the first end of the force transmission rod (107) is arranged on the dynamic support (102), and the second end of the force transmission rod (107) is used to contact the test system (200). 2. The turbojet engine test bench (100) according to claim 1 is characterized in that the fixing assembly comprises a flange (105) and a clamp (106) arranged on the dynamic support (102), the flange (105) being used to fix the air inlet end of the turbojet engine (400); and the clamp (106) being used to fix the air outlet end of the turbojet engine (400). 3. The turbojet engine test bench (100) according to claim 1 is characterized in that the fixed support (101) is provided with a sliding rail (103), and the movable support (102) is provided with a sliding block (104), and the movable support (102) and the fixed support (101) form a sliding connection along a first direction through the sliding rail (103) and the sliding block (104). 4. The turbojet engine test bench (100) according to any one of claims 1 to 3, characterized in that it also includes a limit block (108), wherein the limit block (108) is arranged on the fixed support (101) and is used to limit the displacement of the movable support (102) along the first direction. 5. A turbojet engine test equipment, characterized by comprising a turbojet engine test bench (100) as claimed in any one of claims 1 to 4. 6. The turbojet engine test equipment according to claim 5, characterized in that it also comprises: A test system (200), at least used for testing the thrust of the turbojet engine (400); A fuel system (300) is used to provide fuel to the turbojet engine (400). 7. The turbojet engine test equipment according to claim 6, characterized in that the highest height of the test system (200) in the vertical direction is lower than the lowest height of the air inlet of the turbojet engine (400) in the vertical direction. 8. The turbojet engine test equipment according to claim 6, characterized in that the test system (200) comprises: Support frame (201); A pressure sensor (202) is arranged on the support frame (201). 9. The turbojet engine test equipment according to claim 8, characterized in that the test system (200) further comprises: A sliding trough body (203), wherein the support frame (201) is arranged on the sliding trough body (203); A first adjusting member (204), arranged on the sliding groove body (203), and used for controlling the support frame (201) to move along a second direction, the second direction being perpendicular to the first direction; A second adjustment member (205) is arranged on the support frame (201) and is used to control the pressure sensor (202) to move along a third direction, which is perpendicular to the first direction and the second direction. 10. The turbojet engine test equipment according to claim 6, characterized in that the fuel system (300) comprises: A main fuel line, wherein a fuel tank (301), a first control valve (303), and an oil pump (304) are sequentially arranged in series on the main fuel line; a first end of the main fuel line is connected to the fuel tank (301), and a second end of the main fuel line is used to be connected to an oil inlet of a turbojet engine (400) to be tested; A fuel branch circuit, wherein a first end of the fuel branch circuit is connected to the fuel tank (301); a second end of the fuel branch circuit is connected to a main fuel circuit after an output end of the oil pump (304); and the fuel branch circuit is further provided with a second control valve (302) and a bidirectional pump (311).