SAE AIR 5295A-1998 Design Considerations for Enclosed Turboprop Engine Test Cells.pdf

《SAE AIR 5295A-1998 Design Considerations for Enclosed Turboprop Engine Test Cells.pdf》由会员分享，可在线阅读，更多相关《SAE AIR 5295A-1998 Design Considerations for Enclosed Turboprop Engine Test Cells.pdf（16页珍藏版）》请在麦多课文档分享上搜索。

1、_SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising theref

2、rom, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions.Copyright 2013 SAE International All rights reserved. No part of this pub

3、lication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: +1 724-776-4970

4、(outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/AIR5295AAEROSPACEINFORMATION REPORT AIR5295 REV. AIssued 1998-10 Reaffirmed 2007-11

5、Revised 2013-10 Superseding AIR5295 (R) Design Considerations for Enclosed Turboprop Engine Test Cells RATIONALEThis SAE Aerospace Information Report (AIR) will to assist those involved in designing new or significantly modified enclosed turboprop engine test cells used to test propeller equipped en

6、gines by documenting design considerations compiled from a broad spectrum of industry and government specialists in this field. The intent is to provide a general discussion of design features that impact the capability of the test cell to provide safe, accurate and repeatable performance tests of p

7、ropeller equipped bare and complete quick engine change (QEC) configured engines. The information provided is also intended to add to the understanding of the significance of the aerodynamics of the propeller equipped enclosed engine test cell environment FOREWORDEnclosed turboprop engine test cells

8、 are needed to provide a controlled environment during engine testing. Ever increasing sophisticated engine technology, performance requirements and safety and environmental concerns continually generate the need to improve test cell designs.Propeller equipped turboprop engines operating in an enclo

9、sed engine test cell generate/encounter conditions directly attributable to the design characteristics of the test cell. Although in a very broad sense some of the conditions are common to all engine test cells, there are some that are unique to operations of propeller equipped engines in enclosed t

10、est cells. This report provides some of the most important factors that must be considered when designing an enclosed test cell for testing those engines. Desired engine performance, aero/thermodynamics, acoustic capability, mechanical integrity and safety requirements are described. SAE INTERNATION

11、AL AIR5295A Page 2 of 16 TABLE OF CONTENTS 1. SCOPE 3 1.1 Purpose . 3 2. REFERENCES 3 3. TECHNICAL BACKGROUND. 3 4. TEST CELL SYSTEM DESIGN CONSIDERATIONS . 4 4.1 Inlet Section 4 4.2 Test Chamber . 9 4.3 Augmentor . 10 4.4 Exhaust Section 10 5. EMPIRICAL AERODYNAMIC DATA/INFORMATION 11 6. EMPIRICAL

12、ACOUSTIC DATA/INFORMATION 11 7. FACTORS FOR EVALUATING TEST CELL PERFORMANCE . 12 7.1 Front Cell Velocity Distortion . 13 7.2 Front Cell Temperature Distortion 13 7.3 Front Cell Airflow . 13 7.4 Engine Inlet Total Pressure Distortion 14 7.5 Engine Inlet Temperature Distortion . 14 7.6 Cell Depressio

13、n . 15 8. SUMMARY OF GENERAL TEST CELL OPERATIONAL REQUIREMENTS AND GOALS 15 9. CONCLUSION 16 10. NOTES 16 FIGURE 1 TURBOPROP ENGINE TEST CELL WITH OVERHEAD TEST STAND, HORIZONTALINLET AND EXHAUST SECTIONS WITHOUT INLET AND EXHAUST COURTYARDSOR ORIFICE WALL 5 FIGURE 2 TURBOPROP ENGINE TEST CELL WITH

14、 OVERHEAD THRUST STAND, ORIFICE WALL,EXHAUST AUGMENTOR TUBE, AND HORIZONTAL INLET AND EXHAUST SECTIONSWITH INLET AND EXHAUST COURTYARDS . 6 FIGURE 3 TURBOPROP ENGINE TEST CELL WITH ENGINE TEST CART, VERTICAL INLET WITHTURNING VANES AND HORIZONTAL EXHAUST SECTIONS 7 FIGURE 4 TURBOPROP ENGINE TEST CEL

15、L WITH ENGINE TEST CART, HORIZONTAL INLET ANDVERTICAL EXHAUST SECTIONS WITHOUT INLET COURTYARD OR ORIFICE WALL . 8 TABLE 1 NOISE LEVEL IN dB/dBA . 12 SAE INTERNATIONAL AIR5295A Page 3 of 16 1. SCOPE This document is offered to provide state-of-the-art information about design factors that must be co

16、nsidered in the design of new or significantly modified engine test cells used to test propeller equipped turboprop engines in either QEC or bare engine configurations. The report does not address design considerations for test cells designed to test turboprop engines with dynamometer type load abso

17、rption devices because they are essentially tested as turboshaft engines. Design considerations for those test cells are presented in AIR4989, Reference 2.1. 1.1 Purpose a. Provide guidelines for factors that must be considered to design state-of-the-art enclosed engine test cells used to test prope

18、ller equipped turboprop engines. b. Provide empirical data/information about aerodynamic characteristics of propeller equipped engine testing in enclosed test cells. c. Provide empirical acoustic data/information from propeller equipped engine test operations in enclosed test cells. 2. REFERENCES 2.

19、1 AIR4989 - Design Considerations for Enclosed Turboshaft Engine Test Cells. 2.2 NFPA 423 - Standard for Construction and Protection of Aircraft Engine Test Facilities. 2.3 Naval Air Warfare Center, Patuxent River Maryland, Propulsion Support Equipment Branch, TECHEVAL Multi-Capability Turboshaft/Pr

20、op Engine Test Facility Complex, A/F 37T-16(v)1, 2 and A/F 37T-19(v)2, 3, Report No. 48L-95-027 dated 19 October 1995. 2.4 AIR5026 - Test Cell Instrumentation. 2.5 ARP5305 - Structural Design and Construction Considerations for Enclosed Turbofan/Turbojet Engine Test Cells 2.6 EPA-453/R-94-068 - Join

21、t Report to Congress on the Environmental Protection Agency-Department of Transportation Study of Nitrogen Oxide Emissions and Their Control From Uninstalled Aircraft Engines in Enclosed Test Cells, Final report dated October 1994. 2.7 Naval Air Test Center Facilities Operation and Evaluation Report

22、, A/F 37T-19(v) 1 Turboprop Engine Test Facility, Futema, Japan, 13600 Ser. SY53J/100 dated 10 March 194. 2.8 Naval Air Warfare Center, Lakehurst, New Jersey, Design Data Report Acoustic Evaluation of NAS Brunswick, Maine, Report No. NAWCADLKE-DDR-487100-0004, dated 18 April 1997. 3. TECHNICAL BACKG

23、ROUND Enclosed turboprop engine test cells in use today vary from modified reciprocating engine test cells, to simple open end shelters with adjoining control cab, to state-of-the-art facilities designed for current and future engine testing. These test cells are designed to either test turboprop en

24、gines connected to a dynamometer type load absorption device or engines with a propeller installed. Design considerations for test cells incorporating dynamometers are presented in AIR4989 and will not be addressed here except for comparison purposes if necessary. Turboprop engines operating in encl

25、osed test cells can encounter problems directly attributable to the cell design characteristics. These problems can include fluctuating engine speed, high prop (propellor) stress and temperature and shaft horsepower (SHP) indications which can cause unnecessary test rejection and costly engine rewor

26、k or in worst cases engine overtemperature or stalls resulting in serious engine damage or catastrophic failure. Most of these problems are caused by insufficient or distorted airflow through the test cell inlet and front cell area or insufficient exhaust sectionflow area. These conditions have even

27、 more detrimental effect on propeller equipped engines than on engines tested with dynamometers because of their effect on the propeller speed and service life. SAE INTERNATIONAL AIR5295A Page 4 of 16 4. TEST CELL SYSTEM DESIGN CONSIDERATIONS General design concepts illustrating the major features o

28、f enclosed turboprop engine test cell designs are shown in Figures 1, 2, 3, and 4. The major structural sections of the test cells are an inlet, test chamber, and an exhaust section. Some designs include an orifice wall and/or augmentor tube and either an overhead or floor mounted engine test stand

29、or portable cart. Each must be tailored for its specific function and also be compatible with the other sections to achieve proper aero/thermodynamic and acoustic performance of the engine test cell. Each section will be described in terms of its purpose and functional performance. Fire protection g

30、uidelines of NFPA 423, Reference 2.2, should be followed when designing new or modified test facilities. The test chamber and exhaust sections of test cells used to test propeller equipped engines are subjected to severe buffeting from the propeller wake which causes damage to ancillary equipment an

31、d instrumentation cables and hoses. Some cases of structural damage reportedly have been encountered in both old and more recently built test cells. Particular attention should be given to this operating condition during test cell design efforts. Noise pollution concerns are increasing the need for

32、enclosed engine testing and improved test cell noise attenuation. The low frequency noise generated by propeller equipped engines is particularly noticeable and should be addressed in the test cell design considerationis. 4.1 Inlet Section The primary purpose of the inlet section is to provide a suf

33、ficient uniform flow of air to the engine and propeller in the testchamber. It is designed to reduce the effect of crosswinds and attenuate the noise generated by the propeller and engine. Most inlet sections are designed to provide either straight through horizontal airflow or, through the use of t

34、urning vanes, vertical to horizontal airflow to the test chamber, propeller and engine. Horizontal inlet sections theoretically should provide more uniform airflow than vertical inlets and are less expensive to build. However, because they may be more affected by ground effects, crosswinds and requi

35、re more on-going foreign object damage (FOD), hazard control and extra noise attenuation the cost savings would be reduced. Vertical inlet sections require the additional vertical structure, turning vanes and possibly an additional pressure drop screen, all of which add significantly to the cost of

36、the test cell. Designers should thoroughly analyze the proposed site for a test cell considering prevailing winds, adjacent structures, proximity of personnel not involved in engine testing, potential for generating FOD hazards, i.e., vehicle and personnel traffic and certainly local noise tolerance

37、/ordinances before deciding on the design configuration. A FOD screen should be incorporated into a prop cell due to the high massflow, with care taken to ensure that the bottom edge is sealed at the floor to prevent debris from migrating along the floor and past the screen. Erosion resistant concre

38、te should be used in “brick and mortar” design test cell inlets. Corrosion resistant metals should be used in prefabricated test cells. Acoustic treatment should be provided that doesnt lose its effectiveness when subjected to rain/sleet/snow. It should be designed to keep the acoustic material dry

39、so that the material will not drop to the bottom of its containment space as a result of frequently being wet. There should be no protrusions, recesses or uneven surfaces in the inlet structure that would distort uniform airflow. Basic temperature and pressure sensors should be incorporated connecte

40、d to control room monitors. The design should ensure that all mechanical connections are secured with captive nuts, bolts, pins, etc., to reduce FOD potential. An engine access/service door large enough to allow a propeller equipped engine to be moved into the test chamber may be located in the fron

41、t of the test cell or to the side depending on the overall configuration of the cell. If it is desired to delay installing the propeller until after the engine isinstalled in the test cell propeller handling features should be included in the cell design. Easy access to all areas of the inlet should

42、 be included to allow periodic inspections. A drainage system may be required depending on the average amount of precipitation in the area and the inlet configuration. Sufficient uniform airflow to the engine and propeller in the test chamber is dependent on a well designed inlet. Every effort shoul

43、d be made to provide this feature which is key to accurate stable repeatable engine performance testing. SAE INTERNATIONAL AIR5295A Page 5 of 16 FIGURE 1 - TURBOPROP ENGINE TEST CELL WITH OVERHEAD TEST STAND,HORIZONTAL INLET AND EXHAUST SECTIONS WITHOUT INLET ANDEXHAUST COURTYARDS OR ORIFICE WALL SA

44、E INTERNATIONAL AIR5295A Page 6 of 16 FIGURE 2 - TURBOPROP ENGINE TEST CELL WITH OVERHEAD THRUST STAND,ORIFICE WALL, EXHAUST AUGMENTOR TUBE, AND HORIZONTAL INLET ANDEXHAUST SECTIONS WITH INLET AND EXHAUST COURTYARDS SAE INTERNATIONAL AIR5295A Page 7 of 16 FIGURE 3 - TURBOPROP ENGINE TEST CELL WITH E

45、NGINE TEST CART,VERTICAL INLET WITH TURNING VANES AND HORIZONTAL EXHAUST SECTIONS SAE INTERNATIONAL AIR5295A Page 8 of 16 FIGURE 4 - TURBOPROP ENGINE TEST CELL WITH ENGINE TEST CART, HORIZONTAL INLET AND VERTICAL EXHAUST SECTIONS WITHOUT INLET COURTYARD OR ORIFICE WALL SAE INTERNATIONAL AIR5295A Pag

46、e 9 of 16 4.2 Test Chamber The test chamber provides the space for engine mount systems which may be fixed overhead or floor mounted assemblies or portable cart assemblies. When an overhead mount system is employed, an elevator/hydraulic lift with adequate ventilation of the pit to dissipate fuel/oi

47、l fumes should be included in the design. The chamber must be large enough to allow continuation of sufficient uniform airflow from the inlet to the propeller and engine. It should be large enough to provide adequate clearance between the tips of the propeller and the floor, walls and ceiling to pre

48、vent reverse airflow pressure pulses acting on the propeller which may cause unstable engine performance and accelerated structural fatigue of the propeller blades. Orifice walls surrounding the propeller are sometimes used to reduce the possibility of encountering this condition especially in small

49、 (relative to propeller diameter) or vertical inlet configured test cells. They are also used to reduce the total airflow through the test cell to improve its noise abatement capability. When an orifice wall is incorporated in the test chamber design the tip clearance obviously is between the propeller and the orifice ring surface and is determined by each engine and propeller manufacturer. Although it is generally accepted that orifice walls/