CN114383850B - Open test bed thrust correction method under natural wind condition - Google Patents

Open test bed thrust correction method under natural wind condition Download PDF

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CN114383850B
CN114383850B CN202210049972.4A CN202210049972A CN114383850B CN 114383850 B CN114383850 B CN 114383850B CN 202210049972 A CN202210049972 A CN 202210049972A CN 114383850 B CN114383850 B CN 114383850B
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air inlet
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CN114383850A (en
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邢菲
王司昭
周伟
吴松霖
张巍
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Xiamen University
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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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L11/00—Measuring steady or quasi-steady pressure of a fluid or a fluent solid material by means not provided for in group G01L7/00 or G01L9/00
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M9/00—Aerodynamic testing; Arrangements in or on wind tunnels
    • G01M9/06—Measuring arrangements specially adapted for aerodynamic testing
    • 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

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Abstract

The invention discloses a thrust correction method for an open-air test bed under natural wind conditions, which aims at carrying out numerical simulation research on a typical open-air test bed in the open-air test process under different natural wind, and analyzing the distribution rule of a pneumatic flow field around a test engine; deducing an air inlet additional resistance correction formula suitable for open-air reference test run; and calculating and analyzing the influence of different wind speeds and wind directions on the air inlet resistance of the engine and the windward resistance of the rack according to the numerical simulation result, and analyzing the influence rule of the environmental airflow condition on the corrected resistance of the engine. The method can correct the thrust measurement of the open test bed with different natural winds, and can also determine the limited wind speed data of the test conditions according to the measurement precision requirement of the actual open reference test bed.

Description

Open test bed thrust correction method under natural wind condition
RELATED APPLICATIONS
The present application claims priority from chinese patent application No. 2021115183880 filed on 10/12/2021, which is incorporated herein by reference in its entirety.
Technical Field
The invention belongs to the technical field of aero-engines, and particularly relates to a thrust correction method for an open-air test bed under a natural wind condition. The method is mainly applied to the thrust measurement technology of the open platform of the aero-engine.
Background
When the engine is tested on an open-air test bed, the air flow rate of the atmospheric environment is generally considered to be zero, and the thrust measured by the force measuring sensor can be directly used for estimating the real ground thrust after error processing. However, environmental wind may exist during actual test, so that the actual wind speed and wind direction affect the flow field due to the coupling of the open test bed, and the influence law of the natural wind speed and wind direction on the test bed thrust measurement needs to be specifically analyzed and researched.
In the traditional calculation method, the additional resistance of the air intake of the engine can be determined by measuring and calculating the bypass airflow parameters and the far-end inflow parameters of the test bed, and for the indoor test bed, because the total area of a workshop is determined, the airflow direction of the whole workshop is fixed, the speed is high, the parameters are easy to determine, and the positions of measuring points in actual measurement are easy to arrange. And to open-air test bed, the distribution law variation of engine intake duct outside air current flow field under the environment wind speed of different wind speed wind directions changes, and natural wind speed size can influence the scope in intake duct bell mouth back reflux district, and the crosswind more can make the engine around the flow field distribute unevenly. These factors can make it difficult to determine the aerodynamic parameters of the open bench bypass airflow when the climate conditions at the open bench cannot be determined in advance.
Disclosure of Invention
Aiming at the problems in the prior art, the invention provides an open-air test bed thrust correction method under the natural wind condition, which comprises the following steps:
s1: simplifying an engine model and a movable frame structure of an open-air test bed, and establishing a physical model of open-air test;
s2: adopting mixed grid division to carry out numerical simulation calculation on wind speed and wind direction conditions of different natural wind, and determining air inlet additional resistance F based on air flow parameters of an inlet section of an engine air inlet, a stable incoming flow section of the far front end of the engine and a root section of a lip of the air inlet IAD ，
Figure GDA0003803652780000011
The corner marks e, 0 and c respectively represent an inlet section of an engine air inlet, a stable inflow section of the far front end of the engine and a root section of an air inlet lip, w is the mass flow of air flow flowing through the section, v is the velocity flow of the section, p represents the average value of the pressure area of the corresponding section, and A is the area of the section;
s3: simulating and simulating the distribution of flow fields around the test bed, and superposing the product of the average pressure of grids on the surfaces of the test bed and the area of the grids to obtain the windward resistance F of the test bed c
Figure GDA0003803652780000021
Where p is the average pressure in the rack's wall grid, p ref Set to ambient standard atmospheric pressure for reference pressure, a is the grid area,
Figure GDA0003803652780000022
is the unit vector of the windward resistance direction of the rack, namely the air inlet direction of the engine;
s4: carrying out actual tests to obtain required parameters: arranging a measuring rake on the inlet section of the engine inlet channel to obtain the average speed and the average pressure of the inlet section of the engine inlet channel, and arranging static pressure measuring points on the outer surface of the inlet channel lip to calculate and obtain the differential pressure resistance outside the inlet channel lip;
s5: determining the engine thrust correction according to the sum of the intake additional resistance and the platform windward resistance, namely the engine thrust correction delta F is equal to F IAD +F C 。
Further, step S2 specifically includes:
s21: definition of cross-sectional punching amount
Figure GDA0003803652780000023
Wherein I is the section stamping amount, and I represents the section number of the corresponding position;
s22: the method is characterized in that the air inlet direction of an engine is taken as the positive direction, and the momentum theorem is respectively applied to the gas in an air inlet flow pipe of the engine and the gas of a bypass flow passage of the engine:
Figure GDA0003803652780000024
Figure GDA0003803652780000025
wherein I 0 、I 1 Respectively the punching amount of the engine suction gas in sections 0 and 1, wherein the section 1 is the engine pneumatic interface I 'in the section 1' 0 、I′ 1 Respectively the punching amount of the test bed bypass airflow at the sections of 0 and 1, F f The air flow is subjected to frictional resistance when flowing through the inner wall surface of the air inlet;
s23: adding the two equations in S22 to obtain the force of the air inlet acting on the intake air flow
Figure GDA0003803652780000026
S24: under the condition of no wind, the wind-resistant wind power generator is in a wind-free state,
Figure GDA0003803652780000027
the intake airflow calculation formula at this time is:
[F A ]＝[∮ e-c (p-p 0 )dA]-[F f ]＝[I 1 ]
wherein [ x ] represents the parameter corresponding to the parameter x under the windless condition, and the corner mark' represents the bypass airflow;
s25: using the theorem of momentum on taking control bodies of engine intake air flows between sections e and 1
Figure GDA0003803652780000028
S26: the acting force of the air inlet channel without wind and with natural wind is subtracted to obtain a calculation formula of the air inlet additional resistance of the open test bed
F IAD ＝[F A ]-F A ＝[I 1 ]-∮ e-c (p-p 0 )dA+F f
S27: neglecting the difference value between the air inlet channel and the engine pneumatic interface without wind and with natural wind to obtain the calculation formula of the air inlet additional resistance of the open test bed
Figure GDA0003803652780000031
Further, S3 further includes:
s32: calculating to obtain the windward resistance of the rack according to the numerical simulation result of S3;
s33: and fitting according to the calculation result of S32 to obtain the relation between the windward resistance and the downwind speed of the rack.
Further, the present invention also includes S6:
s6, analyzing the total thrust correction quantity delta F of the engine to the actual total thrust F G The ratio of (v) to the downwind speed of natural wind 0 The measurement of the thrust of the open test bed with different natural winds is corrected.
Further, the measuring points of the measuring rake are distributed in an isotorus form, the measuring rake comprises 8 rake arms, each rake arm is radially provided with 5 measuring points, and the center of the isotorus is provided with 1 measuring point.
Further, the natural wind conditions when the open-air reference test is carried out are as follows: the range of the wind direction angle is 0-45 degrees, the wind speed is not higher than 2.5m/s, or the wind direction angle is larger than 90 degrees, and the wind speed is not higher than 0.5 m/s.
The invention has the following beneficial effects:
the invention researches a method suitable for correcting the thrust measurement of an engine of an open-air test bed, calculates the thrust correction amount (air inlet additional resistance and rack windward resistance) of the engine by combining a flow field numerical simulation result of the open-air test bed, analyzes the influence of environmental natural wind on the thrust correction result, obtains the influence rule of wind speed and wind direction on the thrust measurement result in an open-air test, and corrects the thrust measurement of the open-air test bed with different natural winds based on the analysis result by combining the influence of the wind direction on the inlet condition of the engine and the influence of the natural wind on the test bed.
Drawings
The accompanying drawings assist in a further understanding of the present application. The elements of the drawings are not necessarily to scale relative to each other. For convenience of description, only portions related to the related invention are shown in the drawings.
FIG. 1 is a schematic diagram of a thrust force correction process according to an embodiment of the present invention;
FIG. 2 is a simplified physical model of an open air test bed and engine in accordance with an embodiment of the present invention;
FIG. 3 is a schematic view of the arrangement of the measuring points of the measuring rake according to an embodiment of the present invention;
FIG. 4 is a schematic cross-sectional view of an intake air additional resistance analysis in accordance with an embodiment of the present invention;
FIG. 5 is a graphical illustration of relative amounts of additional resistance to engine intake in an embodiment of the present invention;
FIG. 6 is a fitted curve of the windward resistance and the downwind speed of the gantry in an embodiment of the present invention;
fig. 7 is a diagram illustrating a variation of the total thrust correction amount according to an embodiment of the present invention.
Detailed Description
The present application will be described in further detail with reference to the following drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant invention and not restrictive of the invention.
Fig. 1 is a flowchart of a thrust force correction analysis process in an embodiment of the present invention, which specifically includes the following steps:
s1: and simplifying the engine model and the open-air test run movable frame structure, and establishing a physical model of the open-air test run. FIG. 2 is a simplified physical model of an open air test bed and engine in accordance with an embodiment of the present invention. Wherein the marking is as follows: 1-test run bench, 2-engine, 3-workshop; 4-engine outlet, 5-engine inlet;
s2: determining air inlet additional resistance F based on air flow parameters of an inlet section of an engine air inlet channel, a stable incoming flow section of the far front end of the engine and a lip root section of the air inlet channel IAD ；
S3: simulating the flow field distribution around the test bed, and superposing the product of the average pressure of the grids on the surfaces of the test bed and the area of the grids to obtain the windward resistance F of the test bed c ；
S4: carrying out actual tests to obtain required parameters: arranging a measuring rake on the inlet section of the engine inlet channel to obtain the average speed and the average pressure of the inlet section of the engine inlet channel, and arranging static pressure measuring points on the outer surface of the inlet channel lip to calculate and obtain the differential pressure resistance outside the inlet channel lip;
FIG. 3 is a schematic view of the arrangement of the measuring points of the measuring rake according to an embodiment of the present invention. In the embodiment, the measuring points of the measuring rake are distributed in an isotorus form, one set of measuring rake comprises 8 rake arms, each rake arm is radially provided with 5 measuring points, and the center of the isotorus is provided with 1 measuring point, so that the total number of the measuring points is 41;
s5: determining an engine thrust correction quantity according to the sum of the air inlet additional resistance and the platform windward resistance, namely determining the engine thrust correction quantity delta F as F IAD +F C ；
S6, analyzing the total thrust correction quantity delta F of the engine to the actual total thrust F G The ratio of (v) to the downwind speed of natural wind 0 The measurement of the thrust of the open test bed with different natural winds is corrected.
The additional resistance F of the intake air will be described below by way of an embodiment IAD And (4) calculating.
FIG. 4 is a cross-sectional view of an intake air additional resistance analysis in an embodiment of the present invention. As shown in FIG. 4, the method for researching the additional resistance of the air intake of the engine by selecting the free surface at the far front end of the engine to the outlet section of the air inlet passage of the engine as a control body specifically comprises the following steps:
1. definition of cross-sectional punching amount
Figure GDA0003803652780000041
Wherein i is the number of the section of the corresponding position, w is the mass flow rate of the airflow passing through the section,
Figure GDA0003803652780000042
is the average value of the section velocity flow,
Figure GDA0003803652780000043
is the average value of the pressure area of the cross section, A i Is the cross-sectional area.
2. The method is characterized in that the air inlet direction of an engine is taken as the positive direction, and the momentum theorem is respectively applied to the gas in an air inlet flow pipe of the engine and the gas of a bypass flow passage of the engine:
Figure GDA0003803652780000044
Figure GDA0003803652780000045
wherein I 0 、I 1 The respective amounts of punching of the engine intake gas in sections of 0 and 1, I' 0 、I′ 1 Punching amount of bypass airflow of test bed on sections 0 and 1 respectively, F f The air flow is subjected to friction resistance when flowing through the inner wall surface of the air inlet;
adding the two formulas to obtain the acting force of the air inlet on the intake air flow
F A ＝∮ e-c (p-p 0 )dA-F f ＝I 1 +I′ 1 -(I′ 0 +I 0 )
3. Under the condition of no wind, the wind-resistant wind power generator is in a wind-free state,
Figure GDA0003803652780000046
above formula is converted into
[F A ]＝[∮ e-c (p-p 0 )dA]-[F f ]＝[I 1 ]
Wherein [ x ] is the parameter corresponding to the parameter x under the windless working condition, and the corner mark' represents the bypass airflow.
4. The difference between the acting force [ FA ] and FA of the air inlet with no wind and natural wind can be obtained
Figure GDA0003803652780000051
5. Using the theorem of momentum for taking control body of intake airflow of engine between e and 1 sections
Figure GDA0003803652780000052
6. Whether there is natural wind AIP interface punching amount I 1 And [ I 1 ]The difference between the values is recorded as delta (I) 1 -[I 1 ]) And substituting flow field parameters obtained by numerical simulation (solving the flow field parameters by adopting an RANS method in ANASYS-Fluent, selecting a standard k-epsilon model for a turbulence model, adopting SIMPLEC for a pressure-velocity coupling method, and performing space dispersion by using a second-order windward format) to obtain:
Figure GDA0003803652780000053
known as I 1 Substitute for [ I 1 ]The error of the calculation result of the final correction resistance does not exceed 5.8N and is far less than the total thrust of the engine (the ratio is less than 3 multiplied by 10) -5 ) Can be ignored and therefore I can be considered 1 ≈[I 1 ]The error is also within the acceptable range;
7. substituting the formula in the step 5 into the formula 4 to obtain a calculation formula of the air inlet additional resistance of the open test bed
Figure GDA0003803652780000054
8. The results of calculating the additional resistance of the air intake of the engine at different wind speeds according to the formula are shown in the following table 1
TABLE 1 air intake additional resistance for different natural wind speeds
Figure GDA0003803652780000055
FIG. 5 shows the additional resistance F of the engine intake at different wind speeds in this embodiment IAD With total engine thrust F G The ratio of the two components.
The windward resistance F of the platform will be described below by way of a specific example C The calculation of (2).
1. Numerical simulation test run bench circumferential flow aiming at open test run bench flow field under different natural wind conditionsField distribution, namely multiplying the average pressure of grids on each surface of the rack by the area of the grids, and superposing to obtain the windward resistance F of the rack C Is calculated by
Figure GDA0003803652780000061
Where p is the average pressure in the rack's wall grid, p ref Set to ambient standard atmospheric pressure for reference pressure, a is the grid area,
Figure GDA0003803652780000062
is the unit vector of the windward resistance direction of the rack, namely the air inlet direction of the engine;
2. processing simulation results of flow field numerical values of the open-air test bed with different wind speeds and wind directions according to a formula to calculate to obtain a numerical value of the windward resistance of the bench, wherein the results are shown in the following table 2
TABLE 2 windward resistance of wind direction rack with different natural wind speeds
Figure GDA0003803652780000063
3. FIG. 6 is a graph of the windward resistance and the downwind speed of the gantry fitted according to the above calculation results, and as shown in FIG. 6, the relationship between the windward resistance and the downwind speed of the gantry is approximated to a curve, and F is given therefrom C /F G With the incoming flow velocity v 0 Second order fitting relation formula
Figure GDA0003803652780000064
In another embodiment, the total thrust correction amount delta F of the engine to the actual total thrust F is further analyzed G The ratio of (v) to the downwind speed of natural wind 0 The measurement of the thrust of the open test bed with different natural winds is corrected. FIG. 7 is Δ F/F G Speed v following natural wind 0 Graph of the variation of (c). It can be obtained that the wind speed is not higher than 0 to 45 DEG before the wind direction angle is 0 to 45 DEG2.5m/s low-speed side wind condition; and the wind direction angle is larger than 90 degrees, and the reference performance test run is performed under the condition that the wind speed is not higher than 0.5m/s, so that the better measurement precision can be ensured.
While this application has been particularly shown and described with references to preferred embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the application as defined by the appended claims.

Claims (6)

1. A thrust correction method for an engine of an open-air test bed under a natural wind condition is characterized by comprising the following steps:
s1: simplifying an engine model and a movable frame structure of an open-air test bed, and establishing a physical model of open-air test;
s2: adopting mixed grid division to carry out numerical simulation calculation on wind speed and wind direction conditions of different natural wind, and determining air inlet additional resistance F based on air flow parameters of an inlet section of an engine air inlet, a stable incoming flow section of the far front end of the engine and a lip root section of the air inlet IAD
Figure FDA0003813501320000011
The corner marks e, 0 and c respectively represent the inlet section of the engine air inlet, the stable incoming flow section of the far front end of the engine and the root section of the lip of the air inlet, and e-exteror represents the outer side of the inlet section of the engine air inlet; w is the mass flow of the air flow passing through the section, v is the velocity flow of the section, p represents the average value of the pressure area of the corresponding section, and A is the area of the section;
s3: simulating and simulating the distribution of flow fields around the test bed, and superposing the product of the average pressure of grids on the surfaces of the test bed and the area of the grids to obtain the windward resistance F of the test bed c
Figure FDA0003813501320000012
Where p is the average pressure in the rack's wall grid, p ref Set to ambient standard atmospheric pressure for reference pressure, a is the grid area,
Figure FDA0003813501320000013
is the unit vector of the windward resistance direction of the rack, namely the air inlet direction of the engine;
s4: carrying out actual tests to obtain required parameters: arranging a measuring rake on the inlet section of the engine air inlet to obtain the average speed and the average pressure of the inlet section of the engine air inlet, and arranging static pressure measuring points on the outer surface of the lip of the air inlet to calculate and obtain the differential pressure resistance outside the lip of the air inlet;
s5: determining an engine thrust correction quantity, namely an engine thrust correction quantity delta F according to the sum of the air inlet additional resistance and the platform windward resistance
ΔF＝F IAD +F C
S6, analyzing the total thrust correction quantity delta F of the engine to the actual total thrust F G The ratio of (v) to the downwind speed of natural wind 0 The measurement of the thrust of the open test bed with different natural winds is corrected.
2. The method for correcting engine thrust of an open air test bed under natural wind conditions according to claim 1, wherein the step S2 specifically comprises:
s21: definition of cross-sectional punching amount
Figure FDA0003813501320000014
Wherein I is the section stamping amount, and I represents the section number of the corresponding position;
s22: the method is characterized in that the air inlet direction of an engine is taken as the positive direction, and the momentum theorem is respectively applied to the gas in an air inlet flow pipe of the engine and the gas of a bypass flow passage of the engine:
Figure FDA0003813501320000015
Figure FDA0003813501320000016
wherein I 0 、I 1 Respectively the punching amount of the engine intake gas in sections of 0 and 1, wherein the section of 1 is the engine pneumatic interface I' 0 、I′ 1 The punching quantities of the test bed bypass airflow at the sections of 0 and 1 respectively, F f The air flow is subjected to friction resistance when flowing through the inner wall surface of the air inlet; e-interior represents the inside of the inlet cross section of the engine air inlet;
s23: adding the two formulas in S22 to obtain the acting force of the air inlet on the intake air flow
Figure FDA0003813501320000021
S24: under the condition of no wind, the wind-resistant wind power generator is in a wind-free state,
Figure FDA0003813501320000022
the intake airflow calculation formula at this time is:
Figure FDA0003813501320000023
wherein [ x ] represents the parameter corresponding to the parameter x under the windless working condition, and the corner mark' represents the bypass airflow;
s25: using the theorem of momentum for taking control body of intake airflow of engine between e and 1 sections
Figure FDA0003813501320000024
S26: the acting force of the air inlet channel without wind and with natural wind is subtracted to obtain a calculation formula of the air inlet additional resistance of the open test bed
Figure FDA0003813501320000025
S27: neglecting the difference value between the air inlet channel and the engine pneumatic interface without wind and with natural wind to obtain the calculation formula of the air inlet additional resistance of the open test bed
Figure FDA0003813501320000026
3. The method for correcting engine thrust of an open-air test bed under natural wind conditions according to claim 1, wherein S3 further comprises:
s32: calculating to obtain the windward resistance of the rack according to the numerical simulation result of S3;
s33: and fitting according to the calculation result of S32 to obtain the relation between the windward resistance and the downwind speed of the rack.
4. The method for correcting engine thrust of an open-air test bed under natural wind conditions as claimed in claim 1, wherein the measuring points of the measuring rake are distributed in an isotorus shape at S1, the measuring rake comprises 8 rake arms, each rake arm is radially provided with 5 measuring points, and the center of the isotorus is provided with 1 measuring point.
5. The method for correcting engine thrust of an open air test bed under natural wind conditions according to claim 1, wherein the natural wind conditions when an open air reference test is performed are as follows: the wind direction angle ranges from 0 degrees to 45 degrees, and the wind speed is not higher than 2.5 m/s.
6. The method for correcting engine thrust of an open air test bed under natural wind conditions according to claim 1, wherein the natural wind conditions when an open air reference test is performed are as follows: the wind direction angle is larger than 90 degrees, and the wind speed is not higher than 0.5 m/s.
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