CN113155468A - Streamline method aviation engine thrust correction method based on field test - Google Patents
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Abstract
The invention relates to the technical field of aero-engines. And designing a set of test method applied to the field test according to the pneumatic parameters required by the streamline thrust correction method in the calculation of the correction term. Parameters such as speed, static pressure difference and the like can be obtained through site distribution testing of a far front section 0, a far front section 0-f and a far front section 9, and air inlet impulse resistance, the sum of the pre-air inlet flow pipe and lip curling resistance, support resistance and bottom resistance can be obtained through correction term calculation. The method mainly solves the problem of measuring the curling resistance of the pre-inlet gas flow pipe and the lip, and the resistance value can be obtained by optimizing a streamline model by measuring the speed and static pressure information of any three positions in the section of 0-f.
Description
Technical Field
The invention relates to a flow line method aero-engine thrust correction method based on a field test, and belongs to the field of aero-engine measurement and calibration.
Background
When the aero-engine is tested on an indoor test bed, airflow can generate resistance on the engine and an engine moving frame due to injection, so that the engine thrust obtained through measurement is inaccurate, and therefore the measured thrust needs to be corrected on the indoor test bed to obtain the real thrust when the engine runs.
At present, the thrust correction of the domestic indoor test bed is a field test based on the theory of a section method, and the main problems are that a control body on the test is large in division area, the test is not accurate enough, the fluctuation on the measurement of differential pressure is large, and manual operation is large during point selection, so that the error of calculating a correction term is large. And the influence caused by differential pressure fluctuation in the flow line method is small, and error points can be eliminated according to the static pressure model, so that the possibility of manual operation is reduced.
However, the streamline correction term cannot be applied to a field test due to the existence of the integral term, so the invention provides the streamline aeronautical engine thrust correction method based on the field test, and the problem can be solved.
Disclosure of Invention
The invention aims to solve the problems that the existing testing method is inaccurate, the fluctuation is large in the measurement of differential pressure, and manual operation is large in point selection, so that the error of a calculated correction term is large, and provides a streamline normal aviation engine thrust correction method based on a field test. The method comprises the steps of obtaining pneumatic parameter values required by calculation of correction terms in thrust correction through a field test, then extracting and calculating a streamline profile characteristic curve and a static pressure distribution curve of a pre-inlet flow pipe required by the calculation according to the field test of an engine test bed, and finally carrying out thrust correction according to each correction term.
The purpose of the invention is realized by the following technical scheme.
The streamline method aviation engine thrust correction method based on the field test comprises the following steps:
step one, obtaining various correction values of thrust correction through field test
1. Determining the position of the measurement cross section:
a. and determining the position of a section 0, wherein the section 0 is generally placed at a position 5-7 d away from the lip of the engine, and d is the diameter of the air inlet of the engine. The air flow in the cross section is relatively uniform at this location.
b. And determining the position of the 9 section, wherein the 9 section has different positions for different types of engines, the 9 section is positioned at the tail nozzle or the inner culvert outlet section when the turbojet turbofan engine with the small bypass ratio is tested on site, and the 9 section is positioned at the outer culvert outlet section when the turbofan engine with the large bypass ratio is tested on site, as shown in figure 1.
c.0-f area measuring points need to be arranged at the position where the secondary flow is stable, the measuring points are generally placed at the position within 3m from the wall surface of a test room, and the f section of the lip and the f position 1m on the front side of the lip are generally taken as the sectionspCross-section as shown in figure 2.
2. Determining measurement parameters required in the correction term calculation, said parameters including:
a. resistance w of air-intake impulse0·v0
Wherein the average velocity v of the cross section is 00Intake air flow rate w0。
b. Resistance of the stent
Wherein ρ is the airflow density; cd [ Cd ]iThe drag coefficient of the individual components was 2.05; a. theiIs the area of the blockage of a single component, in m2；ViIs the velocity of the gas flow over the area of the obstruction.
c. Sum of resistance F of pre-air inlet flow pipe and lip curlingpre-entry+Fbell═ 2 pi Δ p (x) y' (x) dx, with the axis of the engine as the x-axis, the direction pointing from the 0 cross-section to the 9 cross-section, the perpendicular direction to the test-shop floor as the y-axis, the direction is vertically upward, and the center of the far-ahead 0 cross-section is the origin of coordinates.
Where y (x) is a position coordinate that varies with x; p (x) is the static pressure value as x varies, and y' (x) is the derivative of y (x) with respect to x.
The streamline model of the control body is y (x) ═ aebx+c。
Wherein a, b and c are three coefficients, and the coefficients are calculated by measuring the x coordinate position and the section radius of any 3 points on the pre-air inlet flow pipe and a closed curve.
The radius of the section of the pre-air inlet flow pipe reaches the hair through measuring 0 sectionW 'is used as the secondary flow velocity of any three cross sections between engine lips (referred to as the 0-f region)'0＝ρv′0-fA' calculates the area of the secondary flow of the cross section, passing through A0-fThe area of the pre-inlet airflow pipe of the section is obtained as A-A', and then the radius of the pre-inlet airflow pipe of the section is calculated.
Wherein, w'0Intake air flow rate, v ', of secondary flow'0-fFor measuring the mean value of the secondary flow velocity of the cross section, A' is the secondary flow cross section area of the cross section, A0-fThe sectional area of the pre-inlet airflow pipe is measured.
The static pressure difference of each point on the control flow line is related to the radius of the pre-air inlet flow pipe, and the model is delta P (x) menx+r。
Wherein m, n and r are three coefficients, and the static pressure difference value between any three section secondary flow parts between the section 0 and the lip of the engine (0-f area) and the section 0 is measured, and the x coordinate position of the section can be used for calculating a closed curve.
d. Bottom resistance Fbase＝(P9-P0)(A8-A9)。
Wherein, P9-P0Is the static pressure difference between the 9 section and the 0 section, A8-A9Is the area of the tail nozzle.
3. Determining the measurement mode of each parameter:
the section a.0 is composed of 5 multiplied by 5 measuring points, and 25 wind speed measuring points and 25 total static pressure measuring points are arranged on the measuring bent to measure the wind speed and the total static pressure of the section 0. The 0 section measurement bent is shown in fig. 3.
b. The air flow speed on the bracket is provided with an anemometer on the windward side of the bracket.
c.f cross-section and f p3 wind speed measuring points and 3 total static pressure measuring points are respectively arranged at the secondary flow stabilization part of the section to measure wind speed and total static pressure values. The static pressure difference is the difference between the measuring point on the section and the static pressure corresponding to the section position of 0. f and fpAnd 6 static pressure measuring points for measuring the section and 6 static pressure measuring points at corresponding height positions on the section 0 are respectively connected into a differential pressure sensor to measure the static pressure difference.
d. The surface of the outer duct of the tail nozzle of the engine is provided with 4 static pressure sensors, and the measured surface static pressure value is shown in figure 1.
The overall station arrangement is shown in figure 2.
4. The measured data processing method comprises the following steps:
a.0 section average velocity v0Obtained by averaging 25 measured points, i.e.
b.f sectional static pressure difference Δ pf＝pf-p0Wherein p isfIs the average value of three static pressure measuring points of the f section
p0Is the average value of 25 measuring points of 0 section
fpStatic pressure difference of cross section
Wherein
Is fpAverage value of three static pressure measuring points of cross section
Section f andpthe velocity of the secondary flow of the cross section is taken as the average value of three velocity measuring points
c.9 static cross-sectional pressure p9Taking the average value of 4 static pressure measuring points
Step two, F obtained by the step onepre-entry+FbellThe calculation result of the correction term is used for obtaining the corrected real thrust Fg；
Fg＝FM+w0·v0-Fpre-entry-Fbell+Fcradle+Fbase
Advantageous effects
The invention solves the following problems:
1. the method solves the problem that the streamline method cannot be applied to field test at present, and can actually measure the pneumatic parameter values required in calculation of the streamline method.
2. The method solves the problem that the cross section method is influenced by artificial point selection errors in use, and error points are removed through curve fitting.
3. The influence of the non-uniform airflow on the thrust correction is reduced.
Drawings
FIG. 19 is a schematic view of a cross-sectional position selection;
FIG. 2 is a diagram of the overall layout of the test room;
FIG. 30 is a schematic view of a cross-sectional measurement bent;
FIG. 4 is a graph of a measured streamline parameter fit;
FIG. 5 is a graph of a parameter fit of measured static pressure distribution.
Detailed Description
The invention is further described with reference to the following figures and examples.
Example 1
The data processing and analysis process will be described by taking a 12m × 12m test bed and a test run condition with an injection ratio of 1.7 as an example.
The following table 1 is a parameter table obtained by actual measurement.
TABLE 1 pneumatic parameter table in actual measurement test workshop
Step one, obtaining various correction values of thrust correction through field test
1. Determining the position of the measurement cross section:
a. the position of the 0 section was determined, and the 0 section was placed 8.3m before the lip of the engine.
b. And (3) determining the position of the section 9, wherein when the turbofan engine with the large bypass ratio is tested on site, the section 9 is positioned at the bypass outlet section, as shown in the right diagram of fig. 1.
c.0-f area measuring points need to be arranged at the secondary flow stable position and are placed at the position 3m away from the wall surface of the test room, and the section f of the lip is taken and the f section is 1m away from the front side of the lippCross-section as shown in figure 2.
2. Determining measurement parameters required in the correction term calculation, said parameters including:
a. resistance w of air-intake impulse0·v0
Wherein the average velocity v of the cross section is 00Intake air flow rate w0。
b. Resistance of the stent
Wherein ρ is the airflow density; cd [ Cd ]iThe drag coefficient of the individual components was 2.05; a. theciIs the area of the blockage of a single component, in m2；VciIs the velocity of the gas flow over the area of the obstruction.
c. Sum of resistance F of pre-air inlet flow pipe and lip curlingpre-entry+Fbell═ 2 pi Δ p (x) y' (x) dx, with the axis of the engine as the x-axis, the direction pointing from the 0 cross-section to the 9 cross-section, the perpendicular direction to the test-shop floor as the y-axis, the direction is vertically upward, and the center of the far-ahead 0 cross-section is the origin of coordinates.
Where y (x) is a position coordinate that varies with x; p (x) is the static pressure value as x varies, and y' (x) is the derivative of y (x) with respect to x.
The streamline model of the control body is y (x) ═ aebx+c。
Wherein a, b and c are three coefficients, and the coefficients are calculated by measuring the x coordinate position and the section radius of any 3 points on the pre-air inlet flow pipe and a closed curve.
The section radius of the pre-intake airflow pipe is measured by measuring the secondary flow velocity of any three sections from the 0 section to the engine lip (called a 0-f area), and adopting w'0＝ρv′0-fA' calculates the area of the secondary flow of the cross section, passing through A0-fThe area of the pre-inlet airflow pipe of the section is obtained as A-A', and then the radius of the pre-inlet airflow pipe of the section is calculated.
Wherein, w'0Intake air flow rate, v ', of secondary flow'0-fFor measuring the mean value of the secondary flow velocity of the cross section, A' is the secondary flow cross section area of the cross section, A0-fThe sectional area of the pre-inlet airflow pipe is measured.
The static pressure difference of each point on the control flow line is related to the radius of the pre-air inlet flow pipe, and the model is delta P (x) menx+r。
Wherein m, n and r are three coefficients, and the static pressure difference value between any three section secondary flow parts between the section 0 and the lip of the engine (0-f area) and the section 0 is measured, and the x coordinate position of the section can be used for calculating a closed curve.
d. Bottom resistance Fbase＝(P9-P0)(A8-A9)。
Wherein, P9-P0Is the static pressure difference between the 9 section and the 0 section, A8-A9Is the area of the tail nozzle.
3. Determining the measurement mode of each parameter:
the section a.0 is composed of 5 multiplied by 5 measuring points, and 25 wind speed measuring points and 25 total static pressure measuring points are arranged on the measuring bent to measure the wind speed and the total static pressure of the section 0. The 0 section measurement bent is shown in fig. 3.
b. The air flow speed on the bracket is provided with an anemometer on the windward side of the bracket.
c.f cross-section and f p3 wind speed measuring points and 3 total static pressure measuring points are respectively arranged at the secondary flow stabilization part of the section to measure wind speed and total static pressure values. The static pressure difference is the difference between the measuring point on the section and the static pressure corresponding to the section position of 0. f and f p6 static pressure measuring points for cross section measurement are respectively corresponding to 6 static pressure measuring points at corresponding height positions on the cross section of 0And (5) connecting a differential pressure sensor to measure the static pressure difference.
d. The surface of the outer duct of the tail nozzle of the engine is provided with 4 static pressure sensors, and the measured surface static pressure value is shown in figure 1.
The overall station arrangement is shown in figure 2.
4. The measured data processing method comprises the following steps:
a.0 section average velocity v0Obtained by averaging 25 measured points, i.e.
b.f sectional static pressure difference Δ pf＝pf-p0Wherein p isfIs the average value of three static pressure measuring points of the f section
p0Is the average value of 25 measuring points of 0 section
fpStatic pressure difference of cross section
Wherein
Is fpAverage value of three static pressure measuring points of cross section
Section f andpthe velocity of the secondary flow of the cross section is taken as the average value of three velocity measuring points
c.9 static cross-sectional pressure p9Taking the average value of 4 static pressure measuring points
5. According to the above distribution and data processing method:
a. resistance w of air-intake impulse0·v0
Wherein v is0＝9.77m/s；
b. Resistance of the stent
Wherein the content of the first and second substances,
ρ＝1.09；
Cdithe drag coefficient of the individual components was 2.05;
Aciis the area of the blockage of a single component, in m2，Ac1＝1.54m2，Ac2＝1.66m2；
VciIs the velocity of the air flowing over the obstruction area, Vc1＝8.59m/s，Vc2＝4.05m/s；
Calculating the resistance of the support
c. Sum of resistance F of pre-air inlet flow pipe and lip curlingpre-entry+Fbell═ 2 pi Δ p (x) y' (x) dx, with the axis of the engine as the x-axis, the direction pointing from the 0 cross-section to the 9 cross-section, the perpendicular direction to the test-shop floor as the y-axis, the direction is vertically upward, and the center of the far-ahead 0 cross-section is the origin of coordinates.
Where y (x) is a position coordinate that varies with x; p (x) is the static pressure value as x varies, and y' (x) is the derivative of y (x) with respect to x.
Area of 0 section pre-inlet airflow pipe 51.7m2，The radius of the pre-inlet airflow pipe is calculated to be 4.1m, the distance between the 0 section and the lip is 8.3m, the radius of the curled edge is 1.74m, the distance between the straight section of the air inlet and the lip is 9.2m, and the radius is 0.8 m. Therefore, the profile curve has three characteristic points of (0, 4.1), (8.3, 1.74) and (9.2 and 0.8), and the streamline model is y-0.09401 e after fitting calculation0.3872x+4.1. The fitted image is shown in fig. 4.
Based on measured 0 section static pressure p0＝100410.26Pa，fpStatic pressure of cross section
Static pressure p of f cross sectionfObtaining three characteristic points of static pressure fitting, namely 100425.3Pa and measuring point positions, calculating differential pressure to obtain three characteristic points of (0, 0), (8.8, 4.74) and (9.1, 15.04), and calculating the static pressure difference distribution model to be delta P2.85 multiplied by 10 after fitting calculation- 8e2.193x+0.4818. The fitted image is shown in fig. 5.
The obtained streamline description and static pressure difference are distributively carried into Fpre-entry+FbellCalculating the sigma 2 pi delta pyy' to obtain the value F of the pre-air inlet pipe and the lip curling resistancepre-entry+Fbell＝86N。
d. Bottom resistance Fbase＝(P9-P0)(A8-A9)
Wherein the content of the first and second substances,
P9＝100236.97Pa；
A8-A9＝0.15m2；
to determine the bottom resistance Fbase＝(P9-P0)(A8-A9)＝-173.29×0.15＝26N。
Step two, F obtained by the step onepre-entry+FbellThe calculation result of the correction term is used for obtaining the corrected real thrust Fg；
Fg＝FM+w0·v0-Fpre-entry-Fbell+Fcradle+Fbase
The above detailed description is intended to illustrate the objects, aspects and advantages of the present invention, and it should be understood that the above detailed description is only exemplary of the present invention and is not intended to limit the scope of the present invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (1)
1. The streamline method aviation engine thrust correction method based on the field test is characterized by comprising the following steps: the method comprises the following steps:
step one, obtaining various correction values of thrust correction through field test
1) Determining the position of the measurement cross section:
a. determining the position of a section 0, wherein the section 0 is placed at a position 5-7 d away from an engine lip, and d is the diameter of an engine inlet; the air flow of the section at the position is more uniform;
b. determining the position of the 9 section, wherein the 9 section has different positions for different types of engines, when the turbojet turbofan engine with small bypass ratio is tested on site, the 9 section is positioned at the tail nozzle or the inner bypass outlet section, and when the turbofan engine with large bypass ratio is tested on site, the 9 section is positioned at the outer bypass outlet section;
c.0-f area measuring points need to be arranged at the secondary flow stable position and are placed at the position within 3m from the wall surface of the test room, and the section f of the lip is taken as the section and the f at the position 1m on the front side of the lippA cross section;
2) determining measurement parameters required in the correction term calculation, said parameters including:
a. resistance w of air-intake impulse0·v0
Wherein the average velocity v of the cross section is 00Intake air flow rate w0；
b. Resistance of the stent
Wherein ρ is the airflow density; cd [ Cd ]iThe drag coefficient of the individual components was 2.05; a. theciIs the area of the blockage of a single component, in m2；VciIs the velocity of the gas flowing over the obstruction area;
c. sum of resistance F of pre-air inlet flow pipe and lip curlingpre-entry+Fbell═ 2 pi Δ p (x) y' (x) dx, with the axis of the engine as the x-axis, the direction pointing from the 0 cross-section to the 9 cross-section, the perpendicular direction to the test room being the y-axis, the direction being vertically upward, the center of the cross-section far ahead 0 being the origin of coordinates;
where y (x) is a position coordinate that varies with x; p (x) is the static pressure value as a function of x, y' (x) is the derivative of y (x) with respect to x;
the streamline model of the control body is y (x) ═ aebx+c；
Wherein a, b and c are three coefficients, and the closed curve is calculated by measuring the x coordinate position and the section radius of any 3 points on the pre-air inlet flow pipe;
the section radius of the pre-air inlet flow pipe is measured between the section 0 and the lip of the engine, namely a 0-f area, and the secondary flow velocities of any three sections are adopted as w'0＝ρv′0-fA' calculates the area of the secondary flow of the cross section, passing through A0-fObtaining the area of the pre-inlet airflow pipe of the section as A-A', and then calculating the radius of the pre-inlet airflow pipe of the section;
wherein, w'0Intake air flow rate, v ', of secondary flow'0-fFor measuring the mean value of the secondary flow velocity of the cross section, A' is the secondary flow cross section area of the cross section, A0-fThe sectional area of the pre-inlet gas flow pipe is a measured section;
the static pressure difference of each point on the control flow line is related to the radius of the pre-air inlet flow pipe, and the model is delta P (x) menx+r；
Wherein m, n and r are three coefficients, and a closed curve can be calculated by measuring static pressure difference values between a secondary flow part of any three sections and the section 0 and an x coordinate position of the section between the section 0 and the lip of the engine, namely a 0-f area;
d. bottom resistance Fbase＝(P9-P0)(A8-A9)；
Wherein, P9-P0Is the static pressure difference between the 9 section and the 0 section, A8-A9Is the area of the tail nozzle;
3) determining the measurement mode of each parameter:
a.0 section is composed of 5 multiplied by 5 measuring points, 25 wind speed measuring points and 25 total static pressure measuring points are arranged on a measuring bent frame to measure the wind speed and the total static pressure of the 0 section; the 0 section measuring bent is shown in figure 3;
b. an anemometer is arranged on the windward side of the bracket at the airflow speed on the bracket;
c.f cross-section and fp3 wind speed measuring points and 3 total static pressure measuring points are respectively arranged at the secondary flow stabilization part of the section to measure wind speed and total static pressure values; the static pressure difference is the difference between a measuring point on the section and the static pressure corresponding to the section position of 0; f and fpRespectively connecting 6 static pressure measuring points of the section measurement and 6 static pressure measuring points of corresponding height positions on the section 0 into a differential pressure sensor, and measuring static pressure difference;
d. the surface of the outer duct of the tail nozzle of the engine is provided with 4 static pressure sensors, and the measured surface static pressure value is shown in figure 1; the overall measuring point arrangement is shown in FIG. 2;
4) the measured data processing method comprises the following steps:
a.0 section average velocity v0Obtained by averaging 25 measured points, i.e.
b.f sectional static pressure difference Δ pf＝pf-p0Wherein p isfIs the average value of three static pressure measuring points of the f section
p0Is the average value of 25 measuring points of 0 section
fpStatic pressure difference of cross section
Wherein
Is fpAverage value of three static pressure measuring points of cross section
Section f andpthe velocity of the secondary flow of the cross section is taken as the average value of three velocity measuring points
c.9 static cross-sectional pressure p9Taking the average value of 4 static pressure measuring points
Step two, F obtained by the step onepre-entry+FbellThe calculation result of the correction term is used for obtaining the corrected real thrust Fg；
Fg＝FM+w0·v0-Fpre-entry-Fbell+Fcradle+Fbase 。
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