CN221745537U - A turbojet engine test equipment and its fuel system - Google Patents

Abstract

The application discloses turbojet engine test equipment and a fuel system thereof, and relates to the technical field of engine test. The fuel system includes: the main fuel circuit is sequentially and serially provided with a fuel tank, a first control valve and an oil pump; the first end of the main fuel oil way is communicated with the fuel tank, and the second end of the main fuel oil way is communicated with an oil inlet of the turbojet engine to be tested; the first end of the fuel dividing oil way is communicated with the fuel tank; the second end of the fuel dividing oil way is communicated with the main fuel way behind the output end of the oil pump, and the fuel dividing oil way is also provided with a second control valve and a two-way pump. According to the application, through the arrangement of the bidirectional pump, the oil supply range of the fuel system in the turbojet engine test equipment can be effectively improved, so that the fuel system can meet the oil supply requirements of different types of turbojet engines in the test, and the universality of the turbojet engine test equipment is improved.

Description

A turbojet engine test equipment and its fuel system

Technical Field

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

Background Art

A turbojet engine refers to a turbine engine that relies on high-temperature airflow from combustion to generate thrust. The working principle of a turbojet engine is to inhale air, mix it with fuel in the combustion chamber and burn it to produce high-temperature and high-pressure gas. When the high-temperature and high-pressure gas passes through the turbine part, it will drive the turbine to rotate, and then be ejected from the nozzle at high speed. In this process, the gas expands and accelerates in the nozzle, converting thermal energy into kinetic energy, thereby generating thrust. In the process of turbojet engine production and design, in order to test the reliability of the turbojet engine, it is necessary to test and verify the performance of the turbojet engine. In the prior art, there are many test equipment for turbojet engines. For example, patent documents with patent publication number CN110261117A, named turbojet engine simulation test system, and patent publication number CN109443788A, named a turbojet jet engine test bench system, both disclose similar turbojet engine test equipment. However, the fuel system of the above-mentioned test equipment can only be applied to turbojet engines of fixed models or types for testing (see the specific implementation for specific reasons). This results in poor versatility of the turbojet engine test equipment, which cannot be used to test turbojet engines of different models or types.

Utility Model Content

The purpose of the present application is to provide a turbojet engine test equipment and a fuel system thereof, so as to solve the technical problem that the fuel system of the turbojet engine test equipment has poor versatility.

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 fuel system of a turbojet engine test equipment, the fuel system comprising: a main fuel circuit, on which a fuel tank, a first control valve, and an oil pump are sequentially arranged in series; 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 a fuel inlet of a 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, the main fuel circuit is also provided with a flow meter and a pressure gauge in sequence after the output end of the oil pump; the second end of the branch fuel circuit is connected to the main fuel circuit 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 provided on the return oil pipeline.

In a second aspect, the present application proposes a turbojet engine test device, wherein the test device comprises a fuel system of the turbojet engine test device 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 vehicle platform, which is at least used to fix the turbojet engine to be tested; and a test system, which is at least used to test the thrust of the turbojet engine.

As a specific solution in the technical solution of the present application, the test bench includes: 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, the test vehicle platform 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.

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.

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

By setting up a bidirectional pump, the present application can effectively improve the fuel supply range of the fuel system in the turbojet engine test equipment, so that the fuel system can meet the fuel supply requirements during tests of different types of turbojet engines, thereby improving the versatility of the turbojet engine test equipment.

BRIEF DESCRIPTION OF THE DRAWINGS

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

Fig. 2 is a front view of Fig. 1;

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, movable 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 the orientation or position relationship are based on the orientation or position relationship 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 orientation, be constructed and operated in a specific orientation, and therefore cannot 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.

It should be understood that in the prior art, the fuel system 300 of the turbojet engine test equipment generally includes a fuel tank 301 and an oil pump 304 as shown in FIG. 5 . The oil pump 304 delivers the fuel in the fuel tank 301 to the turbojet engine 400 to be tested.

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 operating condition to a full operating condition. When the turbojet engine 400 is in different operating 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 operating condition, the amount of fuel required is the most. In other words, in the test of the turbojet engine 400, it is necessary to supply fuel to the turbojet engine 400 based on the operating condition that the turbojet engine 400 wants to achieve. In the prior art, the turbojet engine 400 is regulated by controlling the power of the oil pump 304. In other words, if the operating 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 operating 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. In the prior art, when designing the fuel system 300 of a 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.

Under the premise that 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 solve the above technical problems, 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. The main fuel circuit is provided with a fuel tank 301, a first control valve 303, and an oil pump 304 in series, 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 a 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 meters, which have 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 fuel of the turbojet engine 400 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 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.

After introducing all embodiments of the fuel system of a turbojet engine test equipment proposed in the present application, an embodiment of a turbojet engine test equipment proposed in the present application is introduced below. Specifically, the turbojet engine test equipment includes a fuel system 300 of a turbojet engine test equipment as any one of the above embodiments.

In one embodiment of the present application, the turbojet engine test equipment further includes a test vehicle 100 and a test system 200. The test vehicle 100 is at least used to fix the turbojet engine 400 to be tested. The test system 200 is at least used to test the thrust of the turbojet engine 400.

In an embodiment of the present application, the test bench 100 is used to fix the turbojet engine 400 to be tested. As shown in FIG3 , the test bench 100 includes a fixed support 101, a dynamic support 102, and a force transmission rod 107. 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 movable in 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 in 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-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-turbojet engines. Compared with the prior art where one test bench can only test one type of turbojet engine, it can further reduce the test cost.

In an embodiment of the present application, 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.

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 fuel system (300) of a turbojet engine test apparatus, comprising:

The main fuel circuit is sequentially and serially provided with a fuel tank (301), a first control valve (303) and an oil pump (304); the first end of the main fuel oil way is communicated with the fuel tank (301), and the second end of the main fuel oil way is communicated with an oil inlet of a turbojet engine (400) to be tested;

A fuel-dividing oil passage, a first end of which communicates with the fuel tank (301); the second end of the fuel dividing oil way is communicated with a main fuel way behind the output end of the oil pump (304), and the fuel dividing oil way is also provided with a second control valve (302) and a two-way pump (311).

2. The fuel system (300) of a turbojet engine testing device according to claim 1, wherein the main fuel circuit is further provided with a flow meter (307) and a pressure gauge (308) in sequence after the output end of the oil pump (304); the second end of the fuel dividing passage communicates with a main fuel passage between the oil pump (304) and the flow meter (307).

3. The fuel system (300) of a turbojet engine testing device according to claim 2, characterized in that the main fuel circuit is further provided with a fuel filter (305) and a third control valve (306) after the output of the oil pump (304), the fuel filter (305) being located between the oil pump (304) and the flow meter (307).

4. A fuel system (300) of a turbojet engine testing device according to any one of claims 1-3, characterized in that the fuel system (300) further comprises a return line and a return tank (310), one end of the return line being in communication with the return tank (310), the other end of the return line being in communication with the bottom of the turbojet engine (400), and that the return line is further provided with a fourth control valve (309).

5. A turbojet engine testing apparatus, characterized by a fuel system (300) comprising a turbojet engine testing apparatus according to any one of claims 1 to 4.

6. The turbojet engine testing apparatus of claim 5, further comprising:

a test bed (100) for fixing at least a turbojet engine (400) to be tested;

-a testing system (200) for testing at least the thrust of the turbojet engine (400).

7. The turbojet engine testing apparatus of claim 6, wherein the test bench (100) comprises:

A fixed support (101);

a movable support (102) which is in 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);

-a fixing assembly for fixing the turbojet engine (400) to the mobile support (102);

The dowel bar (107) extends along a first direction, a first end of the dowel bar (107) is arranged on the movable support (102), and a second end of the dowel bar (107) is used for being in contact with the test system (200).

8. The turbojet engine testing apparatus of claim 7, wherein the securing assembly comprises a flange (105) and a clip (106) provided to the moveable support (102), the flange (105) being configured to secure an air intake end of the turbojet engine (400); the clip (106) is used to secure the air outlet end of the turbojet engine (400).

9. The turbojet engine testing apparatus of claim 7, characterized in that the stationary support (101) is provided with a sliding rail (103), the movable support (102) is provided with a sliding block (104), the movable support (102) and the stationary support (101) form a sliding connection in a first direction by means of the sliding rail (103) and the sliding block (104).

10. The turbojet engine testing apparatus of claim 7, wherein the test bench (100) further comprises a stopper (108), the stopper (108) being provided to the stationary support (101) for restricting displacement of the movable support (102) in the first direction.