CN112414718B - High-altitude air inlet pressure distortion test method for small bypass ratio aircraft engine - Google Patents
High-altitude air inlet pressure distortion test method for small bypass ratio aircraft engine Download PDFInfo
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- CN112414718B CN112414718B CN202011367176.2A CN202011367176A CN112414718B CN 112414718 B CN112414718 B CN 112414718B CN 202011367176 A CN202011367176 A CN 202011367176A CN 112414718 B CN112414718 B CN 112414718B
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M15/00—Testing of engines
- G01M15/04—Testing internal-combustion engines
- G01M15/09—Testing internal-combustion engines by monitoring pressure in fluid ducts, e.g. in lubrication or cooling parts
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Abstract
The application provides a high-altitude air inlet pressure distortion test method for an aeroengine with a small bypass ratio, which comprises the following steps: simulating the condition of a pneumatic flow field in a flow pipe during the maximum state test of the engine by using a numerical simulation technology, and determining the position of an inserting plate, wherein the inserting plate position ensures that the airflow is not influenced by an air inlet guide basin and the interference of the inserting plate, and the second vortex position of a turbulent flow pressure field generated by the inserting plate at the critical depth is just positioned at the inlet pneumatic measurement section of the engine; arranging at least six dynamic total pressure sensing parts, and acquiring dynamic pressure signals in a flow tube flow passage through the dynamic total pressure sensing parts; performing data processing on the dynamic pressure signal to obtain a steady-state circumferential total pressure distortion index and an annulus average turbulence degree; and superposing the steady-state circumferential total pressure distortion index and the average turbulence degree of the ring surface to obtain a comprehensive distortion index.
Description
Technical Field
The invention relates to the field of aircraft engines, in particular to a high-altitude air inlet pressure distortion test method for an aircraft engine with a small bypass ratio.
Background
With the continuous development of modern aviation power technology, the advanced fighter plane has the characteristics of high agility, unconventional maneuvering performance, high invisibility and the like, so that the plane has higher flight performance and combat efficiency, which also puts higher requirements on the aerodynamic stability of the engine. The aerodynamic stability is one of three great tactical technical indexes (performance, stability and reliability) of the modern high-performance aircraft engine, and is an important factor influencing the performance of the technical performance of the military aircraft. Modern advanced aircraft engines need to meet the requirements of superior performance and high reliability, and also need to meet the technical indexes of aircraft applicability, which requires that the engines have good enough aerodynamic stability in the whole flight envelope range, namely, the engines need to compromise between the requirements of large thrust, low fuel consumption, light weight, high reliability, long service life, low cost and the like and the reliable aerodynamic stability to achieve the best balance, which is more and more important for accurately evaluating the aerodynamic stability of the aircraft engines. The aircraft has to encounter the aerodynamic stability problem in the flying process, and a large number of researches show that: intake pressure distortion plays a major and often crucial role in engine aerodynamic stability effects, being the most frequent factor of engine instability. The intake pressure distortion seriously reduces the stability margin of the engine, causes the stability boundary of a compression part to move right and a working point to approach the surge direction, and further influences the performance, such as thrust, oil consumption and the efficiency of a compressor; and in severe cases, the engine can surge, flameout and stop in the air, and the flight safety is damaged.
The air inlet pressure distortion of the aero-engine can only be verified through test examination, the previous research is only limited to test conditions of ground atmospheric air inlet and direct exhaust atmospheric air, the aero-engine is wide in working range and mainly used in an upper air rather than ground environment, and the high-air pressure distortion test research simulates a plurality of key stability reduction factors which affect the actual flight of the engine, such as air inlet pressure distortion, an upper air low Reynolds number, power separation and the like. In related documents, most of the instability factors give out a specification value of local required stability margin, and obviously, the specification value of the required stability margin for different engines has difference, and the influence of each instability factor on the high-altitude flight of the engine cannot be truly reproduced only by a pressure distortion test of an engine ground platform. Under the condition of the same distortion intensity and consistent pressure distortion influence coefficient, the ground platform test engine can work stably, and the engine can have dangerous faults of stalling, even surging and the like in an overhead environment. For an aeroengine with a small bypass ratio, a movable plug board distortion device is adopted to carry out high-altitude air inlet pressure distortion test research, corresponding specifications are not formed in China, specific technical guidance is lacked in the aspect of engineering tests, international published articles are rarely involved, and identifiable test experience is few.
Therefore, the study of the high-altitude air inlet pressure distortion test method of the aero-engine is developed, the aerodynamic design, the specification, the calculation method and the analysis platform of the stability of the engine are developed and perfected, the improvement, the modification and the technical attack of the power of the third generation are ensured, and the technical support is provided for the test verification of the typical technical characteristics of the power of the fourth generation.
Disclosure of Invention
In order to solve the technical problems, the application provides a small bypass ratio aeroengine high-altitude air inlet pressure distortion test method, the aeroengine high-altitude air inlet pressure distortion test method based on the condition of a movable plug board distortion device is standardized, the aeroengine high-altitude air inlet pressure distortion test pneumatic layout technical standard is established, the pressure distortion data processing method is perfected, and an accurate and reliable aeroengine pneumatic stability test analysis platform is formed.
The application provides a high-altitude air inlet pressure distortion test method for an aeroengine with a small bypass ratio, which comprises the following steps:
simulating the condition of a pneumatic flow field in a flow pipe during the maximum state test of the engine by using a numerical simulation technology, and determining the position of an inserting plate, wherein the inserting plate position ensures that the airflow is not influenced by an air inlet flow guide basin and inserting plate interference, and a second vortex position of a turbulent flow pressure field generated by the inserting plate at the critical depth is just positioned on the inlet pneumatic measurement section of the engine;
arranging at least six dynamic total pressure sensing parts, and acquiring dynamic pressure signals in a flow tube flow passage through the dynamic total pressure sensing parts;
performing data processing on the dynamic pressure signal to obtain a steady-state circumferential total pressure distortion index and an annulus average turbulence level;
and superposing the steady-state circumferential total pressure distortion index and the average turbulence degree of the ring surface to obtain a comprehensive distortion index.
Preferably, the method for simulating the aerodynamic flow field condition in the flow tube during the maximum state test of the test engine by using the numerical simulation technology specifically comprises the following steps:
the same layout as the test is adopted, the Reynolds average N-S equation is applied to the control equation, and the S-A model is applied to the turbulence model.
Preferably, at least six dynamic total pressure sensing parts are arranged, and specifically comprise:
at least six dynamic total pressure sensing parts are uniformly arranged along the circumferential direction of the engine inlet pneumatic parameter measuring section, each dynamic total pressure sensing part is provided with a dynamic total pressure sensor, and the response frequency of each dynamic total pressure sensing part is close to the natural frequency of each dynamic total pressure sensor.
Preferably, at least six dynamic total pressure sensing parts are arranged, and the method specifically comprises the following steps:
aiming at the medium-thrust-stage engine and the large-thrust-stage engine, a dynamic total pressure sensing part is arranged at a position of a flow channel of the flow pipe, wherein the radial direction of the flow channel is 0.9 half of the radial direction;
aiming at a small-thrust-level engine, a dynamic total pressure sensing part determines the radial position of a flow channel of the flow tube according to overall performance parameters, digital simulation and a plug board-flow tube blowing test result, and the dynamic total pressure sensing part is arranged at the radial position of the flow channel of the flow tube.
Preferably, the dynamic total pressure sensing part is in the form of a semi-infinite long pipe structure.
Preferably, the dynamic total pressure sensing portion is flush with the inner wall surface of the flow tube.
Preferably, the data processing is performed on the dynamic pressure signal to obtain the average turbulence level of the torus, and specifically includes:
and carrying out data processing on the dynamic pressure signal according to a preset low-pass cut-off frequency and a preset high-pass filtering cut-off frequency to obtain the average turbulence degree of the torus.
Preferably, the preset low-pass cut-off frequency specifically includes:
measuring the average speed Vmax of the airflow in the flow tube and the inner diameter D of the channel of the flow tube in the maximum state;
from said Vmax and D, using a formula
And calculating to obtain a low-pass frequency range f of the turbulence degree.
To sum up, the technical effect that this application can reach:
1) The aerodynamic layout of the high-altitude air inlet pressure distortion test of the aero-engine is determined by combining the overall performance parameters of the engine and utilizing numerical calculation analysis or blowing test results, and the aerodynamic stability evaluation of the engine is facilitated;
2) The dynamic parameter test requirements of the pneumatic measurement section at the inlet of the aircraft engine are standardized, and the dynamic distortion index of the engine can be accurately obtained;
3) A dynamic distortion index test data processing method is specified, and the high-altitude intake pressure distortion resistance of the engine can be truly evaluated.
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Detailed Description
The invention realizes the scheme of the above purpose:
the method comprises the following steps: simulating the condition of a pneumatic flow field in a flow pipe during the maximum state test of the engine by using a numerical simulation technology, and determining the position of an inserting plate, wherein the inserting plate position ensures that the airflow is not influenced by an air inlet flow guide basin and inserting plate interference, and a second vortex position of a turbulent flow pressure field generated by the inserting plate at the critical depth is just positioned on the inlet pneumatic measurement section of the engine;
during testing, the cross section is arranged at the position of the outlet of the diversion basin and in front of the plug board away from the lemniscate line and is used for measuring the inflow parameters of the high-altitude airflow.
After the airflow flows along the contraction section in the lemniscate flow guide basin, the airflow cannot be immediately leveled due to the influence of radial velocity division, the radial velocity division can be eliminated only after a certain distance, the airflow velocity is completely pulled to be horizontal, and the turbulent flow retardation of the plugboard also influences the streamline of the airflow. Therefore, in order to ensure the accuracy of the measurement of the incoming flow parameters and the reasonability of the layout, a numerical simulation technology is applied to simulate the condition of a pneumatic flow field in the flow pipe during the maximum state test of the engine, a certain position range in front of the plug board is determined, and the air flow is not influenced by the air inlet flow guide basin and the plug board interference.
Meanwhile, the position of the plug board needs to be properly distributed, so that a second vortex generated by the plug board can be positioned at the position of the first-stage rotor, the unstable pressure field generated by the vortex has the greatest influence on the performance of the engine, if the first-stage rotor does not fall into the second vortex generated by the plug board, the engine does not actually suffer from the strongest distortion field, and the distortion resistance of the engine is shown as a result; if the measuring section falls into the second vortex, the airflow backflow is serious, so that the total pressure measurement at the inlet is small (or the real total pressure is not measured), and the data distortion is serious.
Therefore, the position of the insert plate needs to be combined with the overall performance parameters of the engine, the distortion flow field condition of the engine in the maximum state is analyzed by numerical calculation, or the second vortex position of the turbulent flow pressure field generated by the insert plate in the critical depth is determined to be just positioned on the inlet pneumatic measurement section of the engine based on the blowing test result of the insert plate and the flow tube.
In practical application, when an aero-engine performs se:Sup>A high-altitude intake pressure distortion test, high-precision numerical simulation of distortion flow field conditions in the maximum state of the engine is performed on se:Sup>A flow tube under se:Sup>A plug-in board component by combining overall performance parameters of the engine, the pneumatic flow field conditions in the flow tube during the intake pressure distortion test are accurately simulated, the layout identical to the test is adopted during modeling, the calculation experience is simulated according to high-altitude numerical, the Reynolds average N-S equation is applied to se:Sup>A control equation, and the S-A model is applied to se:Sup>A turbulence model, so that the reasonability of se:Sup>A test layout scheme is determined.
Step two: dynamic parametric testing
During an intake pressure distortion test, multipoint dynamic total pressure data of an engine inlet pneumatic parameter measurement section are key parameters of the test, and are important bases for calculating flow field distortion characteristics and determining engine stability characteristics.
On the cross section of the engine inlet pneumatic parameter measurement, 6 dynamic total pressure sensing parts are uniformly distributed along the circumferential direction of the cross section of the engine inlet pneumatic parameter measurement, each dynamic total pressure sensing part is provided with a dynamic total pressure sensor, and the response frequency of the dynamic total pressure sensing part is close to the natural frequency of the dynamic total pressure sensor.
The dynamic total pressure sensing part of the medium thrust level engine and the high thrust level engine is arranged at the radial position of 0.9 half of the diameter of a flow channel of the flow tube; the dynamic total pressure sensing part of the small-thrust-level engine needs to determine the radial position of a flow channel of the flow pipe according to the overall performance parameters, digital simulation and plug plate-flow pipe blowing test results.
The dynamic pressure sensing cavity effect brought by the semi-infinite long tube structure form of the dynamic total pressure sensing part influences the dynamic characteristic of the sensor, so that the working frequency band is narrowed, and the amplitude has certain attenuation and fluctuation.
The dynamic total pressure sensing part adopts an installation structure form which is flush with the inner wall surface of the flow tube, and a dynamic pressure signal in the flow channel is directly obtained. In order to obtain the maximum surface average turbulence ring surface position on the engine inlet pneumatic parameter measurement section after the insertion plate turbulence, the numerical simulation calculation of the distortion flow field condition in the maximum state of the engine needs to be carried out by combining the self overall performance parameters of the engine.
Step three: carrying out data processing on the dynamic pressure signal to obtain a comprehensive distortion index obtained by superposing a steady-state circumferential total pressure distortion index and a torus average turbulence degree;
and when the high-altitude air inlet pressure distortion test of the aircraft engine is carried out based on the condition of the movable plug board distortion device, the aerodynamic stability of the engine is evaluated by adopting an indirect criterion. In order to comprehensively show the characteristics of the pressure distortion flow field, a comprehensive distortion index formed by superposing a steady-state circumferential total pressure distortion index and a torus average turbulence degree is adopted.
Wherein, the steady-state circumferential total pressure distortion index is defined as the relative difference between the average total pressure value on the pneumatic interface and the average total pressure in the low-pressure sector. The average turbulence of the torus refers to the intensity of the total pressure space unevenness changing with time, the characteristics of the total pressure pulsation are usually measured by using statistical parameters of a random process, and the root mean square value of the dynamic total pressure pulsation on each measuring point is taken as the quantitative characteristics of the airflow pulsation at the point.
For the average turbulence of the torus, it is very important to select a proper low-pass cut-off frequency, and an accurate result cannot be obtained when the frequency is too high or too low. The low-pass cut-off frequency is chosen in relation to two factors: firstly, the rotating speed (namely disturbance frequency) of the engine and secondly, the requirement of satisfying the sampling law. The proposed low-pass frequency range for measuring the turbulence is such that, in the range for determining the pulsation intensity values, the pulsation frequency is limited to the following range:
vmax-average speed of airflow at maximum, m/s; d-channel diameter, m.
For the high-pass filtering cut-off frequency processing method, the lower limit cut-off frequency of the high-pass filtering cut-off frequency processing method also has great influence on the calculation parameters of the dynamic total pressure turbulence degree. It is proposed that the turbulence level formed by the effective data changes substantially linearly (the slope of the turbulence is negative), and the flow field contains main frequency components, and the influence of interference signals on the frequency section is small. In order to filter out the interference signal and reduce the effective data loss as much as possible, the adjustment can be made according to the actual situation.
In practical application, when dynamic data of an intake pressure distortion test is processed, the low-pass cut-off frequency is selected to meet the requirement of the rotating speed (namely disturbance frequency) of an engine and the requirement of a sampling law, the turbulence degree formed by effective data obtained by the high-pass filter cut-off frequency is basically changed linearly (the slope of the turbulence degree is a negative value), a flow field contains main frequency components, and the influence of interference signals on the frequency section is small.
Claims (4)
1. A high-altitude air inlet pressure distortion test method for an aeroengine with a small bypass ratio is characterized by comprising the following steps:
simulating the condition of a pneumatic flow field in a flow pipe during the maximum state test of the engine by using a numerical simulation technology, and determining the position of an inserting plate, wherein the inserting plate position ensures that the airflow is not influenced by an air inlet flow guide basin and inserting plate interference, and a second vortex position of a turbulent flow pressure field generated by the inserting plate at the critical depth is just positioned on the inlet pneumatic measurement section of the engine;
arranging at least six dynamic total pressure sensing parts, and acquiring dynamic pressure signals in a flow tube flow passage through the dynamic total pressure sensing parts;
performing data processing on the dynamic pressure signal to obtain a steady-state circumferential total pressure distortion index and an annulus average turbulence level;
superposing the steady-state circumferential total pressure distortion index and the average turbulence degree of the ring surface to obtain a comprehensive distortion index;
arranging at least six dynamic total pressure sensing parts, specifically comprising:
at least six dynamic total pressure sensing parts are uniformly arranged along the circumferential direction of the aerodynamic parameter measurement section of the inlet of the engine, each dynamic total pressure sensing part is provided with a dynamic total pressure sensor, and the response frequency of each dynamic total pressure sensing part is close to the natural frequency of each dynamic total pressure sensor;
aiming at the medium-thrust-stage engine and the large-thrust-stage engine, a dynamic total pressure sensing part is arranged at a position of a flow channel of the flow pipe, wherein the radial direction of the flow channel is 0.9 half of the radial direction;
aiming at a small-thrust-level engine, a dynamic total pressure sensing part determines the radial position of a flow channel of a flow tube according to overall performance parameters, digital simulation and a plug board-flow tube blowing test result, and the dynamic total pressure sensing part is arranged at the radial position of the flow channel of the flow tube;
performing data processing on the dynamic pressure signal to obtain the average turbulence degree of the torus, which specifically comprises the following steps:
according to a preset low-pass cut-off frequency and a preset high-pass filtering cut-off frequency, carrying out data processing on the dynamic pressure signal to obtain the average turbulence degree of the torus;
the preset low-pass cut-off frequency specifically comprises the following steps:
measuring the average speed Vmax of the airflow in the flow tube and the inner diameter D of the channel of the flow tube in the maximum state;
from said Vmax and D, using a formula
And calculating to obtain the low-pass cut-off frequency f of the average turbulence of the torus.
2. The method according to claim 1, wherein the simulating the condition of the aerodynamic flow field in the flow pipe during the maximum state test of the test engine by using the numerical simulation technology specifically comprises:
the same layout as the test is adopted, the Reynolds average N-S equation is applied to the control equation, and the S-A model is applied to the turbulence model.
3. The method of claim 1, wherein the dynamic total pressure sensing section is in the form of a semi-infinite tube structure.
4. The method of claim 1 wherein the dynamic total pressure sensing section is flush with the inner wall surface of the flow tube.
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| CN114858755B (en) * | 2022-07-05 | 2022-10-21 | 中国航发四川燃气涡轮研究院 | Aero-engine coating frequency conversion in-situ laser detection system |
| CN115879396B (en) * | 2023-03-02 | 2023-06-30 | 中国航发四川燃气涡轮研究院 | Flow one-dimensional pneumatic design method for air inlet front chamber of high-altitude simulation test bed |
| CN116380472B (en) * | 2023-06-05 | 2023-09-19 | 中国航发四川燃气涡轮研究院 | Air inlet device in large bypass ratio engine core engine test |
| CN116448437B (en) * | 2023-06-19 | 2023-09-01 | 中国航发四川燃气涡轮研究院 | Radial inclined type abnormal-shaped section distortion flow field disturbance device |
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