CN110991017B - Modeling method for flight and propulsion system and jet flow noise comprehensive real-time model - Google Patents
Modeling method for flight and propulsion system and jet flow noise comprehensive real-time model Download PDFInfo
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Abstract
The invention relates to a flight/propulsion system/jet noise comprehensive real-time model modeling method, which comprises the following steps: establishing a jet flow noise real-time prediction model; establishing a turbofan engine component level model with a large bypass ratio; establishing a dynamic model and a kinematic model of the double-engine conveyer; and (4) integrating and correcting a flight/engine/jet flow noise model. Aiming at the problems that in the process of researching and designing the aircraft noise, a flight system, a propulsion system and noise calculation are usually carried out separately by a traditional method, the coupling relation among the systems is difficult to be fully considered, the noise condition in the whole flight process cannot be covered, the calculation amount is huge, and the size of jet noise cannot be calculated in real time according to the flight state and the engine state, a jet noise real-time prediction model is established and is combined with a flight model and an engine nonlinear model, so that the real-time simulation of the flight state, the engine performance and the jet noise is realized.
Description
Technical Field
The invention discloses a flight and propulsion system and jet flow noise comprehensive real-time model modeling method, and belongs to the technical field of modeling and simulation of aero-engines.
Background
Turbofan engine noise can be classified into jet noise, fan noise, combustion chamber noise, and turbine noise, where jet noise can be viewed approximately as being proportional to the jet velocity to the higher power, and jet noise increases sharply with increasing jet velocity, which is the dominant noise source for the engine. The existing passive jet noise control technology has limited potential and often has negative influence on the performance of an engine, a real-time simulation model of jet noise needs to be established for actively controlling far-field noise of jet, and the establishment of a flight and propulsion system and a jet noise comprehensive model has very important significance in consideration of the influence of the jet noise on the working state and the flight state of the engine.
The simulation technology is an important means for supporting the autonomous research and development of the aero-engine, the research and development efficiency and quality of the aero-engine can be greatly improved, the research and development period is shortened, and the research and development cost is reduced. At present, a plurality of engine complete machine models are known at home and abroad, and most of the models utilize the component characteristics of an engine to establish a nonlinear component-level model of the engine, and Newton-Raphson and other methods are used for solving a nonlinear equation set, or a volume dynamics method is used for replacing a classical iterative algorithm, so that the real-time model simulation of the engine is realized. However, when the noise of the engine is designed, the calculation is usually directly carried out according to an unsteady process changing along with time, for example, various CFD software is used, the calculation amount of the method is huge, only a plurality of sample points are usually calculated, the noise condition in the whole flight process cannot be covered, and the requirement of real-time simulation cannot be met far, and the efficiency problem of the noise simulation of the engine is the main bottleneck of the technologies of improving the noise design efficiency of the engine, developing a noise airworthiness evaluation system, actively controlling noise, optimizing multidisciplinary design and the like at present. Based on the problems, no turbofan engine real-time model with jet flow noise prediction function is published in China.
Disclosure of Invention
The invention provides a modeling method of a flight and propulsion system and a jet noise comprehensive real-time model, aiming at overcoming the defects in the prior art, the invention provides the modeling method of the flight and propulsion system and the jet noise comprehensive real-time model, aiming at the problems that the traditional method has huge calculation amount, cannot cover the noise condition in the whole flight process, cannot meet the real-time simulation requirement and the like in the engine noise design process, a jet noise real-time prediction model is established, and is combined with an engine nonlinear model and a flight model, so that the real-time simulation of the jet noise of an engine by using engine performance characteristic parameters and flight state parameters is realized.
The technical solution of the invention is as follows: a flight, propulsion system and jet noise comprehensive real-time model, the said comprehensive real-time model includes the real-time prediction model of the jet noise, the turbofan engine part level model of the large bypass ratio, dynamics and kinematic model of the double-engine; the dynamics and kinematics model of the double-engine transporter calculates to obtain flight height, Mach number and attack angle, and the parameters are used as the input of a component-level model of the turbofan engine with large bypass ratio and a jet noise real-time prediction model; the high bypass ratio turbofan engine component level model calculates to obtain jet flow speed, temperature and air flow of an inner bypass and an outer bypass, the parameters are used as input of a jet flow noise real-time prediction model, and engine thrust is calculated to be used as input of a dynamics and kinematics model of the double-engine transporter; the jet flow noise real-time prediction model ignores the influence of viscous force and heat conduction on the basis of a sound wave equation of a quadrupole sound source sound field caused by turbulence stress tensor, takes the longitudinal length of a jet flow mixing area as a linear function of the diameter of a nozzle, obtains a semi-empirical model of far-field noise, and improves the operation speed. The method comprises the following steps:
1) establishing a jet flow noise real-time prediction model;
2) establishing a turbofan engine component level model with a large bypass ratio;
3) establishing a dynamics and kinematics model of the double-engine conveyor;
4) flight, propulsion system and jet noise model synthesis and correction.
The step 1) comprises the following specific steps:
1.1) partition calculation noise: by analyzing the characteristics of the jet noise of the engine and according to the difference of the types of noise sources, the jet flow field of the turbofan engine which exhausts separately is divided into four areas for analysis and calculation, wherein the four areas are respectively a jet flow core area, a sufficient mixing area, an outer ring shear layer and an inner ring shear layer, and a noise solution equation is simplified aiming at different areas; respectively calculating outer ring shearing mixing noise, inner ring shearing mixing noise, full mixing area noise and caudal vertebra separation noise through a noise solving equation, and obtaining the total sound pressure level of the noise source through the noise superposition of each part;
1.2) correcting the noise model: and correcting the noise model by using the flight speed, the attack angle and the geometric dimension of the engine spray pipe, and calculating the spray speed calibration Mach number according to the following formula:
in the formula voAs absolute velocity of jet, MfIs the flight Mach number, alphajFor angle of flight, nc,oTaking 0.62 as an adjustment coefficient;
for large bypass ratio turbofan engines, nc,oIn relation to the internal and external culvert flow rate ratio, the following formula is used for correction:
and correcting the inner ring shearing and mixing noise, the fully mixed region noise and the caudal vertebra separation noise by adopting the same method.
The step 1.1) of calculating the noise in a partition mode comprises the following specific steps:
1.1.1) calculate the outer ring shear blending noise:
the basic calculation formula of the sound power level of the outer ring shear mixing noise is as follows:
at the moment, the basic calculation formula of the total sound pressure level of the shearing and mixing noise of the outer ring of the engine is as follows:
in the formula Aj,outFor an ideal jet area, i.e., the jet area when the jet expands fully isentropically to ambient air pressure, CFM56-5B is a convergent nozzle, so the ideal jet area can be found from its nozzle exit area and flow velocity, and the formula is:
in the formula, Ath,oFor outer culvert spray pipe throat area, because be the shrink spray pipe, so its area is the nozzle area:
1.1.2) calculating the inner ring shear blending noise:
the basic calculation formula of the sound pressure level of the inner ring shearing mixing noise is as follows:
the calculation of the ideal jet flow area is the same as step 1.1, wherein:
1.1.3) fully-mixed region noise:
the basic calculation formula of the total sound pressure level of the noise in the fully mixed region is as follows:
the ideal jet flow area of the sufficient mixing area is calculated according to the mixed airflow of the inner and outer culvert jet flows, and the formula is as follows:
Aj,mix＝Aj,in+Aj,out；
1.1.4) caudal vertebra separation noise:
the basic calculation formula of the total sound pressure level of the caudal vertebra separation noise is as follows:
1.1.5) total output noise:
the operation of the sound pressure level is carried out according to a logarithmic rule, the superposition result of n different sound pressure level noise sources is the logarithm of the energy sum, the total jet noise sound pressure level of the engine is the superposition of outer ring shearing mixing noise, inner ring shearing mixing noise, full mixing noise and caudal vertebra separation noise, and the formula is as follows:
the step 1.2) of correcting the geometric dimension of the engine nozzle in the noise model is embodied in the correction of a constant term, taking the noise in the fully-mixed area as an example, the intensity of the noise is in direct proportion to the eighth power of the speed according to the Lighthill acoustic formula, namely N at the momentmIs 8, but in practice, as the flow rate increases, N ismThe total noise sound pressure level is mainly determined by the maximum component, in the noise of the sufficient mixing area, the external culvert flow field is the maximum influence factor, the higher the internal culvert flow velocity-velocity ratio is, the lower the total sound pressure level is, the smaller the same area of the culvert jet flow field is, the higher the total sound pressure level is, and the noise of the sufficient mixing area is corrected as follows by combining test data:
in the above formula, ve,m＝(vomo+vimi)/(mo+mi) Wherein m iso,miRespectively, the culvert flow and the culvert flow.
Step 2) establishing a component-level model of the turbofan engine with a large bypass ratio, treating gas in the engine according to one-dimensional flow, neglecting combustion delay, and establishing the component-level model of the turbofan engine by utilizing the characteristics of the components of the turbofan engine; selecting high-low pressure shaft rotating speed, fan internal pressure ratio, fan external pressure ratio, booster stage pressure ratio and high-low pressure turbine pressure drop ratio, selecting a balance equation of flow of each section and a high-low pressure shaft power matching equation, and performing model solution by adopting a Newton-Raphson method, wherein the concrete steps are as follows:
and (3) modeling the fan by adopting the blade root and the blade tip separately, and selecting 8 initial guess values in the steady-state common working category: low spool speed NlHigh pressure shaft rotational speed NhTip pressure ratio coefficient Z of fanCl,tipRoot pressure ratio coefficient Z of fanCl,corePressure ratio coefficient Z of booster stageCl,ipPressure ratio coefficient Z of high-pressure compressorChHigh pressure turbine pressure ratio coefficient ZThLow pressure turbine pressure ratio coefficient ZTlStructure x ═ x1x2 x3 x4 x5 x6 x7 x8]T＝ [Nl Nh Zcl,tip Zcl,core Zcl,ip Zch ZTh ZTl]T；
According to the conditions of flow continuity, pressure balance and power balance met in the working process of the engine, the following 8 working equations are selected:
(1) the flow of the fan outer duct outlet and the inlet of the outer duct tail spray pipe is balanced:
(2) the flow of the fan inner duct outlet and the booster stage inlet is balanced:
(3) flow balance between the outlet of the booster stage and the inlet of the high-pressure compressor:
(4) the flow of the outlet of the combustion chamber is balanced with the inlet of the high-pressure turbine:
(5) the flow of the high-pressure turbine outlet and the low-pressure turbine inlet are balanced:
(6) the flow of the low-pressure turbine outlet and the tail nozzle of the outer duct is balanced:
(7) and (3) power balance of the high-pressure rotor:
(8) and (3) low-voltage rotor power balance:
performing iterative operation by using a Newton-Raphson method; in the dynamic process, the power difference between the turbine of the engine and the fan and the compressor generates the rotating acceleration, at the moment, the power balance equations (7) and (8) are not established, and the rotating acceleration is calculated through the following rotor dynamics equationLine calculation, in the formula, J1,J2The moment of inertia of the low-pressure shaft and the high-pressure shaft of the engine.
Dynamic iteration is carried out by adopting a one-pass method, so that both real-time performance and model convergence are considered.
And 3) establishing a dynamics and kinematics model of the double-engine conveyor:
the established double-engine transport plane model meets the simulation functions of airplane motion simulation and ground running state during air flight, the airplane during air flight is regarded as a rigid body with six degrees of freedom, and a six-degree-of-freedom motion model is established; the ground running is divided into two stages, namely (1) from a starting position to the liftoff of a nose landing gear; (2) the nose landing gear lifts off the ground until the lift force is larger than the neutral position of the airplane; when the magnitude of the bearing reaction force of the ground to the nose landing gear becomes 0, the stage (1) can be judged to enter the stage (2), and the motion model is calculated by utilizing the fourth-order Runge Kutta algorithm.
And 3) establishing a dynamics and kinematics model of the double-engine conveyer, establishing a six-degree-of-freedom motion model and a ground running model of the double-engine conveyer, and assuming as follows: (1) the airplane is a rigid body, and the mass change in the flying process is ignored; (2) the surface of the earth is approximately a plane, and the influence of the rotation and revolution of the earth is neglected; (3) the gravitational acceleration is constant; (4) the plane of the airplane is symmetrical in left-right quality and geometry according to a plane body coordinate system xoz; (5) neglecting the effect of the spoiler, comprising the following specific steps:
3.1) six-freedom-degree motion model:
the airplane is regarded as a rigid body with six degrees of freedom when flying in the air, and the speed and the angular speed change in all directions of the airplane depend on aerodynamic force and aerodynamic moment acting on the airplane, and thrust and a thrust distance of an engine; the main pneumatic control surfaces are set as follows: the system comprises inner and outer sections of ailerons, flaps, upper and lower sections of rudders, a horizontal stabilizer, inner and outer sections of elevators and spoilers, wherein the rolling moment is obtained through the differential motion of the ailerons, the yawing moment is provided through the rudders, the pitching moment is obtained through the elevators, and each aerodynamic surface has a deflection limit angle and a limit deflection rate; establishing a pneumatic force and pneumatic moment model, and obtaining the pneumatic force and the pneumatic moment according to the deflection angle of the pneumatic control surface and the dimensionless coefficient; the engine thrust is obtained by an engine model; six dimensionless coefficients such as lift coefficient are utilized to calculate the force and moment of the plane along the coordinate system of the plane in all directions in the air, and the six-freedom-degree motion model is as follows:
3.2) ground running motion model: the ground running is divided into two stages, namely (1) from a starting position to the liftoff of a nose landing gear; (2) the nose landing gear lifts off to lift force which is larger than the neutral position of the airplane. When the magnitude of the bearing reaction force of the ground to the nose landing gear becomes 0, the stage (1) can be judged to enter the stage (2);
the equation of motion for the first stage of jogging is:
after entering the second stage, the two wheels run, the reaction force of the front wheel support is 0, and the motion equation is as follows:
and solving the model by using a Longge Kutta method.
And 4), synthesizing and correcting a flight and propulsion system and a jet flow noise model:
determining a parameter transfer relation among an aircraft, an engine and a jet flow noise model, wherein a dynamics and kinematics model of a double-engine transporter and a jet flow noise real-time prediction model both need a turbofan engine component level model with a large bypass ratio to provide flight altitude and flight speed, and the input of the jet flow noise real-time prediction model also needs a flight attack angle and the distance and angle between a measuring point and an engine spray pipe in consideration of the directivity problem of noise radiation; the jet flow speed, area, temperature and flow of the inner and outer ducts are calculated through a turbofan engine component level model with a large duct ratio and are used as the input of a jet flow noise real-time prediction model. The method comprises the following specific steps:
4.1) calculating according to the flying height to obtain the gas property of the atmospheric environment where the airplane is located, then obtaining the flight state parameters of the airplane, including the flying speed and the attack angle, and simultaneously inputting the geometric parameters of the engine;
4.2) calculating the engine performances such as the thrust oil consumption rate of the engine and the altitude speed of the airplane through a nonlinear model of the turbofan engine, the airplane and a jet flow noise prediction model to preliminarily obtain the noise radiation size of a noise source;
4.3) correcting the noise radiation by utilizing the flying speed, the flying height, the flying attack angle and the like, and correcting the sound source size by utilizing the geometric parameters of the engine; and then, calculating attenuation in the noise propagation process according to the distance angle of the measuring point, and finally obtaining various performances and a noise radiation field of the engine.
The invention has the beneficial effects that:
the model is corrected by utilizing the flight speed, the height, the flight attack angle and the geometrical parameters of the jet pipe, so that the model is more in line with the practical application requirements, the three models are integrated to obtain a flight/propulsion/jet flow noise model meeting the real-time simulation requirements, the performance characteristic parameters, the flight state parameters and the jet flow noise radiation of the engine can be simulated in real time, the model fully considers the interrelation among the aircraft, the engine and the jet flow noise, can be used for the early-stage work of active jet flow noise control and noise airworthiness certification, and has a larger application prospect.
Drawings
FIG. 1 is a sectional view of a jet flow field.
FIG. 2 is a flow of jet noise model calculations.
Fig. 3 is a schematic view of a position parameter.
FIG. 4 is a schematic view of the structural parameters of the nozzle.
FIG. 5 is a turbofan engine/jet noise ensemble model parameter transfer relationship.
FIG. 6 is a view of a turbofan engine/jet noise integration model architecture.
Detailed Description
A flight, propulsion system and jet noise comprehensive real-time model modeling method comprises the following steps:
step 1) establishing a jet flow noise real-time prediction model:
step 1.1) analyzing and calculating the jet flow field of the separately exhausted turbofan engine into a plurality of areas according to different types of noise sources by analyzing the characteristics of the jet flow noise of the engine, wherein the jet flow field of the separately exhausted turbofan engine is mainly divided into four parts, namely a jet flow core area, a sufficient mixing area, an outer ring shear layer and an inner ring shear layer, and the noise solution equation is simplified aiming at different areas. And respectively calculating outer ring shearing and mixing noise, inner ring shearing and mixing noise, full mixing area noise and tail cone separation noise through a noise solving equation, and then obtaining the total sound pressure level of the noise source through the noise superposition of all parts.
Step 1.2) the noise model is corrected. The jet flow velocity correction needs to be carried out by adding the influence of the flight velocity and the flight attack angle to the absolute velocity of the jet flow velocity, so that the jet flow velocity calibration mach number can be calculated according to the following formula:
in the formula voAs absolute velocity of jet, MfIs the flight Mach number, alphajFor angle of flight, nc,oFor adjusting the coefficient, refer to the foreign test data, n under the condition of subsonic velocityc,oIt is preferable to take 0.62. Based on analysis of the test data, for a turbofan engine with a large bypass ratio, nc,oMainly related to the ratio of the inner and outer culvert flow rates, the following formula can be approximately used for correction:
for the inner ring shearing and mixing noise, the fully mixed region noise and the caudal vertebra separation noise, the correction ideas are similar and are not repeated here.
Step 2) establishing a component level model of the turbofan engine with a large bypass ratio:
the gas is treated in the engine in a one-dimensional flow, combustion delay is ignored, and a turbofan engine component level model is established by utilizing characteristics of the turbofan engine components. The method comprises the steps of selecting high-low pressure shaft rotating speed, fan internal pressure ratio, fan external pressure ratio, booster stage pressure ratio and high-low pressure turbine pressure drop ratio, selecting a balance equation of flow of each section and a high-low pressure shaft power matching equation, and performing model solution by adopting a Newton-Raphson method.
Step 3) establishing a dynamic model and a kinematic model of the double-engine conveyer:
the established model meets the simulation functions of airplane motion simulation and ground running state of air flight. The airplane flying in the air is regarded as a rigid body with six degrees of freedom, and a six-degree-of-freedom motion model is established. The ground running is divided into two stages, namely (1) from a starting position to the liftoff of a nose landing gear; (2) the nose landing gear lifts off to lift force which is larger than the neutral position of the airplane. When the magnitude of the reaction force of the ground to the nose gear becomes 0, it is determined that the stage 1 is shifted to the stage 2. And calculating the motion model by utilizing a fourth-order Runge Kutta algorithm.
Step 4), integrating and correcting a flight and propulsion system and a jet flow noise model:
and defining parameter transfer relations among the aircraft, the engine and a jet flow noise model, wherein the engine model and the noise model both need the flight model to provide flight altitude and flight speed, and the input of the noise model also needs a flight attack angle and the distance and the angle of a measuring point from an engine nozzle in consideration of the directivity problem of noise radiation. And calculating the jet flow speed, area, temperature and flow of an internal and external culvert through a turbofan engine model, and taking the jet flow speed, area, temperature and flow as the input of a noise model.
Example 1
In order to facilitate understanding of those skilled in the art, the present invention will be further described with reference to the following examples and drawings, which are not intended to limit the present invention.
In the embodiment, a CFM56-5B turbofan engine/jet noise comprehensive real-time model is established as an example, and on the basis of an existing CFM56-5B turbofan engine nonlinear model established through public data, a jet noise model is established and is combined with the engine nonlinear model to obtain a CFM56-5B turbofan engine real-time model with a jet noise prediction function.
Step 1) establishing a jet flow noise prediction model:
through characteristic analysis of engine jet flow noise, a turbofan engine jet flow field for separately exhausting is divided into a plurality of areas for analysis and calculation according to different types of noise sources, the areas are mainly divided into four parts, as shown in fig. 1, a jet flow core area, a sufficient mixing area, an outer ring shear layer and an inner ring shear layer are respectively arranged, and noise solution equations are simplified aiming at different areas.
The jet noise model calculation process is as shown in fig. 2, and the outer ring shear blending noise, the inner ring shear blending noise, the fully blended region noise and the caudal vertebra separation noise are calculated respectively, and then the total sound pressure level of the noise source is obtained through the noise superposition of each part.
Step 1.1) calculating the outer ring shear blending noise:
the basic calculation formula of the sound power level of the outer ring shear mixing noise is as follows:
in the formula, NoIs a speed index, Ve,oIs a culvert outsideAbsolute velocity of jet stream, CambAt ambient speed of sound, poFor bypass jet density, ρambIs atmospheric density, WoIs a density index, Mc,oThe mach number is calibrated for jet velocity as a correction to jet velocity in flight. ThetaoThe pointing angle between the source of the jet noise and the observation point, see fig. 3 for details. When the correction is not considered, the distance and the angle of the nozzle core position from the observation point are directly used as the pointing angle at the moment.
At the moment, the basic calculation formula of the total sound pressure level of the shearing and mixing noise of the outer ring of the engine is as follows:
in the formula Aj,outFor an ideal jet area, i.e., the jet area when the jet expands fully isentropically to ambient air pressure, CFM56-5B is a convergent nozzle, so the ideal jet area can be found from its nozzle exit area and flow velocity, and the formula is:
in the formula, Ath,oFor outer culvert spray pipe throat area, because be the shrink spray pipe, so its area is the nozzle area:
the geometrical parameters used in the formula are shown in fig. 4.
Step 1.2) calculating the inner ring shearing and mixing noise:
similar to the outer ring shear blending noise, the basic calculation formula of the sound pressure level of the inner ring shear blending noise is as follows:
the ideal jet area calculation is similar to step 1.1, where:
step 1.3) fully mixing the noise in the region:
the basic calculation formula of the total sound pressure level of the noise in the fully mixed region is as follows:
the ideal jet flow area of the sufficient mixing area is calculated according to the mixed airflow of the inner and outer culvert jet flows, and the formula is as follows:
Aj,mix＝Aj,in+Aj,out
step 1.4) separating noise of the caudal vertebra:
the basic calculation formula of the total sound pressure level of the caudal vertebra separation noise is as follows:
step 1.5) total output noise:
the operation of sound pressure level is carried out according to logarithmic law (energy law), the superposition result of n different sound pressure level noise sources is the logarithm of the energy sum, the total jet noise sound pressure level of the engine is the superposition of outer ring shearing mixing noise, inner ring shearing mixing noise, full mixing noise and caudal vertebra separation noise, and the formula is as follows:
step 1.6) correcting the noise model by using the flight speed, the attack angle and the geometrical size of the engine nozzle:
the jet flow velocity correction needs to be carried out by adding the influence of the flight velocity and the flight attack angle to the absolute velocity of the jet flow velocity, so that the jet flow velocity calibration mach number can be calculated according to the following formula:
in the formula voAs absolute velocity of jet, MfIs the flight Mach number, alphajFor angle of flight, nc,oFor adjusting the coefficient, refer to the foreign test data, n under the condition of subsonic velocityc,oIt is preferable to take 0.62. Based on analysis of the test data, for a turbofan engine with a large bypass ratio, nc,oMainly related to the ratio of the inner and outer culvert flow rates, the following formula can be approximately used for correction:
the corrected jet velocity at this time is:
for the inner ring shearing and mixing noise, the fully mixed region noise and the caudal vertebra separation noise, the correction ideas are similar and are not repeated here.
For the correction of the engine size, mainly the correction of a constant term is reflected in the correction of a constant term, taking the fully-mixed zone noise as an example, according to the Lighthill acoustic formula, the intensity of the noise is proportional to the eighth power of the speed, namely N at the momentmIs 8, but in practice, as the flow rate increases, N ismThe total noise sound pressure level is mainly determined by the maximum component, in the noise of the sufficient mixing area, the external culvert flow field is the largest influence factor, the higher the internal culvert flow velocity-velocity ratio is, the lower the total sound pressure level is, and the smaller the area of the internal culvert jet flow field is, the higher the total sound pressure level is. In combination with the test data, the noise in the fully-blended region was corrected as follows:
in the above formula, ve,m＝(vomo+vimi)/(mo+mi) Wherein m iso,miRespectively, the culvert flow and the culvert flow.
Step 2) establishing a component level model of the turbofan engine with a large bypass ratio:
the engine modeling object is a CFM56-5B civil turbofan engine. Usually, the airflow at the outlet of the fan is divided into two paths, and the two paths enter an inner bypass compressor and an outer bypass according to an inner bypass, an outer bypass and a component-level working equation, but for a CFM56-5B turbofan engine with a large bypass ratio, the diameter of a fan blade is large, the characteristic difference between the blade root and the blade tip of the fan is obvious, and the blade root and the blade tip of the fan need to be separately modeled. Selecting 8 initial guess values in a steady-state common working category: low spool speed NlHigh pressure shaft speed NhTip pressure ratio coefficient Z of fanCl,tipRoot pressure ratio coefficient Z of fanCl,corePressure ratio coefficient Z of booster stageCl,ipPressure ratio coefficient Z of high-pressure compressorChHigh pressure turbine pressure ratio coefficient ZThLow pressure turbine pressure ratio coefficient ZTlStructure x ═ x1 x2 x3 x4 x5 x6 x7x8]T＝ [Nl Nh Zcl,tip Zcl,core Zcl,ip Zch ZTh ZTl]T. According to the conditions of flow continuity, pressure balance and power balance met in the working process of the engine, the following 8 working equations are selected:
(1) the flow of the fan outer duct outlet and the inlet of the outer duct tail spray pipe is balanced:
(2) the flow of the fan inner duct outlet and the booster stage inlet is balanced:
(3) flow balance between the outlet of the booster stage and the inlet of the high-pressure compressor:
(4) the flow of the outlet of the combustion chamber is balanced with the inlet of the high-pressure turbine:
(5) the flow of the high-pressure turbine outlet and the low-pressure turbine inlet are balanced:
(6) the flow of the low-pressure turbine outlet and the tail nozzle of the outer duct is balanced:
(7) and (3) power balance of the high-pressure rotor:
(8) low-pressure rotor power balance:
iterative operations were performed using the Newton-Raphson method. In the dynamic process, the power difference between the turbine of the engine and the fan and the compressor generates the rotating acceleration, at the moment, the power balance equations (7) and (8) are not established any more, the rotating acceleration is calculated by the following rotor dynamics equation, in the formula, J1,J2The moment of inertia of the low-pressure shaft and the high-pressure shaft of the engine.
Dynamic iteration is carried out by adopting a one-pass method, so that both real-time performance and model convergence are considered.
Step 3) establishing a dynamic model and a kinematic model of the double-engine conveyer:
an airbus A320 airplane is taken as a research object, and a six-degree-of-freedom motion model and a ground running model are established. The A320 airplane adopts two CFM56-5B engines, is a 150-seat-class medium-short range airplane, and has the empty weight of 41t, the maximum takeoff weight of 73.5t, the maximum cruising speed of 0.82Ma and the cruising power of 5000km when being fully loaded. The following assumptions were made: (1) the airplane is a rigid body, and the mass change in the flying process is ignored; (2) the surface of the earth is approximately a plane, and the influence of the rotation and revolution of the earth is neglected; (3) the gravitational acceleration is constant; (4) the plane of the airplane is symmetrical in left-right quality and geometry according to a plane body coordinate system xoz; (5) the effect of the spoiler is ignored.
Step 3.1) six-degree-of-freedom motion model
When flying in the air, an airplane can be regarded as a rigid body with six degrees of freedom, and the speed and the angular speed of the airplane in all directions change depending on aerodynamic force and aerodynamic moment acting on the airplane, and thrust and a thrust moment of an engine. The main pneumatic control surfaces of air passenger a320 are: the wing comprises inner and outer sections of ailerons, a flap, upper and lower sections of rudders, a horizontal stabilizer, inner and outer sections of elevators and a spoiler. Wherein, the rolling moment is obtained through the differential motion of the ailerons, the yawing moment is provided through the rudder, the pitching moment is obtained through the elevator, and each aerodynamic surface has a deflection limit angle and a limit deflection rate. Aerodynamic force and aerodynamic moment models can be established, and the aerodynamic force and the aerodynamic moment can be obtained according to the deflection angle of the aerodynamic control surface and the dimensionless coefficient. The engine thrust is obtained from an engine model. By utilizing six dimensionless coefficients such as the disclosed lift coefficient, the force and moment of the plane along the coordinate system of the plane in all directions borne by the plane in the air can be calculated, and the six-freedom-degree motion model is as follows:
step 3.2) ground running motion model
The ground running is divided into two stages, namely (1) from a starting position to the liftoff of a nose landing gear; (2) the nose landing gear lifts off to lift force which is larger than the neutral position of the airplane. When the magnitude of the reaction force of the ground to the nose gear becomes 0, it is determined that the stage 1 is shifted to the stage 2.
The equation of motion for the first stage of jogging is:
after entering the second stage, the two wheels run, the reaction force of the front wheel support is 0, and the motion equation is as follows:
and solving the model by using a Longge Kutta method.
Step 4), integrating and correcting a flight and propulsion system and a jet flow noise model:
the object to be modeled is a comprehensive model of engine performance and jet noise radiation, and the parameter transfer relation among the flight environment, the engine model and the jet noise model needs to be fully considered. The engine is a strong nonlinear model, and the performance of the engine is related to the altitude and Mach number of the flight besides the characteristics of the engine. The problem of noise radiation in the flight process of an airplane is a complex unsteady process, and three main factors influencing the noise radiation of the airplane change along with the working states of an engine and the airplane, which are mainly represented by the following three aspects: (1) the jet noise source strength depends on the engine power, flight speed and flight attitude; (2) the measurement noise depends on the distance from the airplane to the measurement point, the polar direction angle and the azimuth direction angle; (3) jet velocity and flight velocity produce convection amplification and doppler shift phenomena. In view of the above relationships, the parameter transfer relationships of the integrated model are shown in FIG. 5.
The engine model and the noise model both need to input the flying height and the flying speed, the directivity problem of noise radiation is considered, and the input of the noise model also needs the flying attack angle and the distance and the angle between the measuring point and the engine nozzle. And calculating the jet flow speed, area, temperature and flow of an internal and external culvert through a turbofan engine model, and taking the jet flow speed, area, temperature and flow as the input of a noise model.
The overall structure of the turbofan engine/jet noise model is shown in FIG. 6.
And 4.1) calculating according to the flying height to obtain the gas property of the atmospheric environment where the airplane is located, then obtaining the flight state parameters of the airplane, including the flying speed, the attack angle and the like, and simultaneously inputting the geometric parameters of the engine.
And 4.2) calculating the engine performances such as the thrust oil consumption rate of the engine and the altitude speed of the airplane through a nonlinear model of the turbofan engine, the airplane and a jet flow noise prediction model, and preliminarily obtaining the noise radiation size of the noise source.
And 4.3) correcting the noise radiation by using the flight speed, the altitude, the flight attack angle and the like, and correcting the sound source size by using the geometric parameters of the engine. And then, calculating attenuation in the noise propagation process according to the distance angle of the measuring point, and finally obtaining various performances and a noise radiation field of the engine.
The invention aims at the problems that the traditional method has huge calculation amount, cannot cover the noise condition in the whole flight process, cannot meet the real-time simulation requirement and the like in the engine noise design process, establishes a jet flow noise real-time prediction model, a flight model and a turbofan engine component level model, takes the influence of the flight state on the noise radiation into consideration, corrects the model by utilizing the flight speed, the height, the flight attack angle and the nozzle geometrical parameters to make the model more accord with the practical application requirement, synthesizes the three models to obtain the flight/propulsion/jet flow noise model meeting the real-time simulation requirement, can carry out real-time simulation on the performance characteristic parameters, the flight state parameters and the jet flow noise radiation of the engine, fully considers the interrelation among an aircraft, the engine and the jet flow noise, and can be used for the early work of active jet flow noise control and noise airworthiness certification, has a wide application prospect.
Claims (7)
1. A modeling method for a flight and propulsion system and a jet noise comprehensive real-time model is characterized in that the comprehensive real-time model comprises a jet noise real-time prediction model, a high bypass ratio turbofan engine component level model and a dynamics and kinematics model of a double-engine transporter; the dynamics and kinematics model of the double-engine transporter calculates to obtain flight height, Mach number and attack angle, and the parameters are used as the input of a component-level model of the turbofan engine with large bypass ratio and a jet noise real-time prediction model; the high-bypass-ratio turbofan engine component level model calculates to obtain jet flow speed, temperature and air flow of an inner bypass and an outer bypass, the parameters are used as input of a jet flow noise real-time prediction model, and engine thrust is calculated to be used as input of a dynamics and kinematics model of the double-engine transporter; the jet flow noise real-time prediction model ignores the influence of viscous force and heat conduction on the basis of a sound wave equation of a sound field of a quadrupole sound source caused by turbulence stress tensor, takes the longitudinal length of a jet flow mixing area as a linear function of the diameter of a nozzle, obtains a semi-empirical model of far-field noise, and improves the operation speed;
the method comprises the following steps:
1) establishing a jet flow noise real-time prediction model;
2) establishing a turbofan engine component level model with a large bypass ratio;
3) establishing a dynamics and kinematics model of the double-engine conveyor;
4) synthesizing and correcting a flight noise model, a propulsion noise model and a jet noise model;
and 4), synthesizing and correcting a flight and propulsion system and a jet flow noise model:
determining a parameter transfer relation among an aircraft, an engine and a jet flow noise model, wherein a dynamics and kinematics model of a double-engine transporter and a jet flow noise real-time prediction model both need a turbofan engine component level model with a large bypass ratio to provide flight altitude and flight speed, and the input of the jet flow noise real-time prediction model also needs a flight attack angle and the distance and angle between a measuring point and an engine spray pipe in consideration of the directivity problem of noise radiation; calculating the jet flow speed, area, temperature and flow of an internal duct and an external duct through a turbofan engine component level model with a large duct ratio, and using the jet flow speed, area, temperature and flow as the input of a jet flow noise real-time prediction model;
the step 4) of integrating and correcting the flight, propulsion system and jet flow noise model comprises the following specific steps:
4.1) calculating according to the flying height to obtain the gas property of the atmospheric environment where the airplane is located, then obtaining the flight state parameters of the airplane, including the flying speed and the attack angle, and simultaneously inputting the geometric parameters of the engine;
4.2) calculating the thrust oil consumption rate of the engine and the altitude speed of the airplane through a non-linear model of the turbofan engine, the aircraft and a jet flow noise prediction model, and preliminarily obtaining the noise radiation magnitude of a noise source;
4.3) correcting the noise radiation by using the flying speed, the flying height and the flying attack angle, and correcting the sound source size by using the geometric parameters of the engine; and then, calculating attenuation in the noise propagation process according to the distance angle of the measuring point, and finally obtaining various performances and a noise radiation field of the engine.
2. A method for modeling a flight, propulsion system and jet noise integrated real-time model according to claim 1, wherein said step 1) comprises the following steps:
1.1) partition calculation noise: by analyzing the characteristics of the jet noise of the engine and according to the difference of the types of noise sources, the jet flow field of the turbofan engine which exhausts separately is divided into four areas for analysis and calculation, wherein the four areas are respectively a jet flow core area, a sufficient mixing area, an outer ring shear layer and an inner ring shear layer, and a noise solution equation is simplified aiming at different areas; respectively calculating outer ring shearing mixing noise, inner ring shearing mixing noise, full mixing area noise and caudal vertebra separation noise through a noise solving equation, and obtaining the total sound pressure level of the noise source through the noise superposition of each part;
1.2) correcting the noise model: and correcting the noise model by using the flight speed, the attack angle and the geometric dimension of the engine spray pipe, and calculating the spray speed calibration Mach number according to the following formula:
in the formula voAs absolute velocity of jet, MfIs the flight Mach number, alphajFor angle of flight, nc,oTaking 0.62 as an adjustment coefficient;
for large bypass ratio turbofan engines, nc,oIn relation to the internal and external culvert flow rate ratio, the following formula is used for correction:
and correcting the inner ring shearing and mixing noise, the fully mixed region noise and the caudal vertebra separating noise by adopting the same method.
3. A method as claimed in claim 2, wherein said step 1.1) of computing noise by partition comprises the following steps:
1.1.1) calculate the outer ring shear blending noise:
the basic calculation formula of the sound power level of the outer ring shear mixing noise is as follows:
at the moment, the basic calculation formula of the total sound pressure level of the shearing and mixing noise of the outer ring of the engine is as follows:
in the formula Aj,outThe ideal jet flow area, namely the jet flow area when the jet flow is fully expanded to the ambient air pressure in an isentropic manner, can be obtained according to the outlet area and the flow speed of the spray pipe, and the formula is as follows:
in the formula, Ath,oFor outer culvert spray pipe throat area, because be the shrink spray pipe, so its area is the nozzle area:
1.1.2) calculating the inner ring shear blending noise:
the basic calculation formula of the sound pressure level of the inner ring shearing mixing noise is as follows:
the calculation of the ideal jet flow area is the same as step 1.1, wherein:
1.1.3) fully-mixed region noise:
the basic calculation formula of the total sound pressure level of the noise in the fully mixed region is as follows:
the ideal jet flow area of the sufficient mixing area is calculated according to the mixed airflow of the inner and outer culvert jet flows, and the formula is as follows:
Aj,mix＝Aj,in+Aj,out；
1.1.4) caudal vertebra separation noise:
the basic calculation formula of the total sound pressure level of the caudal vertebra separation noise is as follows:
1.1.5) total output noise:
the operation of the sound pressure level is carried out according to a logarithmic rule, the superposition result of n different sound pressure level noise sources is the logarithm of the energy sum, the total jet noise sound pressure level of the engine is the superposition of outer ring shearing mixing noise, inner ring shearing mixing noise, full mixing noise and caudal vertebra separation noise, and the formula is as follows:
4. a method of modelling a flight, propulsion system and jet noise complex real time model according to claim 3, characterised in that said steps are performed in the order namedStep 1.2) correcting the geometrical size of the engine nozzle in the noise model, which is embodied in the correction of a constant term, taking the fully-mixed area noise as an example, according to the Lighthill acoustic formula, the intensity of the noise is proportional to the eighth power of the speed, namely N at the momentmIs 8, but in practice, as the flow rate increases, N ismThe total noise sound pressure level is mainly determined by the maximum component, in the noise of the sufficient mixing area, the external culvert flow field is the maximum influence factor, the higher the internal culvert flow velocity-velocity ratio is, the lower the total sound pressure level is, the smaller the same area of the culvert jet flow field is, the higher the total sound pressure level is, and the noise of the sufficient mixing area is corrected as follows by combining test data:
in the above formula, ve,m＝(vomo+vimi)/(mo+mi) Wherein m iso,miRespectively, the culvert flow and the culvert flow.
5. The modeling method of a flight, propulsion system and jet noise integrated real-time model according to claim 1, wherein said step 2) builds a turbofan engine component level model with large bypass ratio, gas is processed in the engine according to one-dimensional flow, combustion delay is ignored, and turbofan engine component level model is built by utilizing characteristics of turbofan engine components; selecting high-low pressure shaft rotating speed, fan internal pressure ratio, fan external pressure ratio, booster stage pressure ratio and high-low pressure turbine pressure drop ratio, selecting a balance equation of flow of each section and a high-low pressure shaft power matching equation, and performing model solution by adopting a Newton-Raphson method, wherein the concrete steps are as follows:
and (3) modeling the fan by adopting the blade root and the blade tip separately, and selecting 8 initial guess values in the steady-state common working category: low spool speed NlHigh pressure shaft rotational speed NhTip pressure ratio coefficient Z of fanCl,tipRoot pressure ratio coefficient Z of fanCl,corePressure ratio coefficient Z of booster stageCl,ipPressure ratio coefficient Z of high-pressure compressorChHigh pressure turbine pressure ratio coefficient ZThLow pressure turbine pressure ratio coefficient ZTlStructure x ═ x1 x2 x3 x4 x5x6 x7 x8]T＝[Nl Nh Zcl,tip Zcl,core Zcl,ip Zch ZTh ZTl]T；
According to the conditions of flow continuity, pressure balance and power balance met in the working process of the engine, the following 8 working equations are selected:
(1) the flow of the fan outer duct outlet and the inlet of the outer duct tail spray pipe is balanced:
(2) the flow of the fan inner duct outlet and the booster stage inlet is balanced:
(3) flow balance between the outlet of the booster stage and the inlet of the high-pressure compressor:
(4) the flow of the outlet of the combustion chamber is balanced with the inlet of the high-pressure turbine:
(5) the flow of the high-pressure turbine outlet and the low-pressure turbine inlet are balanced:
(6) the flow of the low-pressure turbine outlet and the tail nozzle of the outer duct is balanced:
(7) and (3) power balance of the high-pressure rotor:
(8) low-pressure rotor power balance:
performing iterative operation by using a Newton-Raphson method; in the dynamic process, the power difference between the turbine of the engine and the fan and the compressor generates the rotating acceleration, at the moment, the power balance equations (7) and (8) are not established any more, the rotating acceleration is calculated by the following rotor dynamics equation, in the formula, J1,J2The rotational inertia of the low-pressure shaft and the high-pressure shaft of the engine;
and dynamic iteration is performed by adopting a one-pass method, so that both real-time performance and model convergence are considered.
6. The method of claim 1, wherein said step 3) comprises the step of establishing a dynamic and kinematic model of the twin-engine transport vehicle:
the established double-engine transport plane model meets the simulation functions of airplane motion simulation and ground running state during air flight, the airplane during air flight is regarded as a rigid body with six degrees of freedom, and a six-degree-of-freedom motion model is established; the ground running is divided into two stages, namely (1) from a starting position to the liftoff of a nose landing gear; (2) the nose landing gear lifts off the ground until the lift force is larger than the neutral position of the airplane;
when the magnitude of the bearing reaction force of the ground to the nose landing gear becomes 0, the stage (1) can be judged to enter the stage (2), and the motion model is calculated by utilizing the fourth-order Runge Kutta algorithm.
7. The modeling method of the comprehensive real-time model of flight, propulsion system and jet noise of claim 6, characterized in that the step 3) of establishing the dynamics and kinematics model of the dual-engine transport plane, the six-degree-of-freedom motion model and the ground running model thereof, makes the following assumptions: (1) the airplane is a rigid body, and the mass change in the flying process is ignored; (2) the surface of the earth is approximately a plane, and the influence of the rotation and revolution of the earth is neglected; (3) the gravitational acceleration is constant; (4) the plane of the airplane is symmetrical in left-right quality and geometry according to a plane body coordinate system xoz; (5) neglecting the effect of the spoiler, comprising the following specific steps:
3.1) six-freedom-degree motion model:
the airplane is regarded as a rigid body with six degrees of freedom when flying in the air, and the speed and the angular speed change in all directions of the airplane depend on aerodynamic force and aerodynamic moment acting on the airplane, and thrust moment of an engine; the main pneumatic control surfaces are set as follows: the system comprises inner and outer sections of ailerons, flaps, upper and lower sections of rudders, a horizontal stabilizer, inner and outer sections of elevators and spoilers, wherein the rolling moment is obtained through the differential motion of the ailerons, the yawing moment is provided through the rudders, the pitching moment is obtained through the elevators, and each aerodynamic surface has a deflection limit angle and a limit deflection rate; establishing a aerodynamic force and aerodynamic moment model, and obtaining the aerodynamic force and the aerodynamic moment according to the deflection angle of the aerodynamic control surface and the dimensionless coefficient; the engine thrust is obtained by an engine model; by utilizing the lift coefficient, the force and the moment of the plane along the coordinate system of the plane in all directions in the air are calculated, and the six-freedom-degree motion model is as follows:
3.2) ground running motion model: the ground running is divided into two stages, namely (1) from a starting position to the liftoff of a nose landing gear; (2) the nose landing gear lifts off the ground until the lift force is larger than the neutral position of the airplane; when the magnitude of the bearing reaction force of the ground to the nose landing gear becomes 0, the stage (1) can be judged to enter the stage (2);
the equation of motion for the first stage of jogging is:
after entering the second stage, the two wheels run, the reaction force of the front wheel support is 0, and the motion equation is as follows:
and solving the model by using a Longge Kutta method.
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| CN112507476B (en) * | 2020-11-03 | 2024-05-24 | 南京航空航天大学 | Integrated modeling method for variable geometry air inlet channel and engine |
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