袁长龙,芮长胜,韩 佳,郝燕平.2种构型升推组合推进系统装机后地面效应影响仿真[J].航空发动机,2024,50(1):44-49
2种构型升推组合推进系统装机后地面效应影响仿真
Simulation Study on In-ground Effect of Two Configurations of Installed Lift-thrustCombined Propulsion Systems
  
DOI:
中文关键词:  升推组合  地面效应  构型对比  性能损失  稳定性  推进系统  STOVL飞机
英文关键词:lift-thrust combination  in-ground effect  configuration contrast  performance loss  stability  propulsion system  STOVL aircraft
基金项目:航空动力基础研究项目资助
作者单位
袁长龙,芮长胜,韩 佳,郝燕平 中国航发沈阳发动机研究所沈阳 110015 
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中文摘要:
      为了解近地环境下不同构型升推组合推进系统装机后的环境适应性和性能差异性,研究了地面效应对推进系统外流升 力损失、内流性能损失和气动稳定性等方面的影响。构建了STOVL飞机+推进系统耦合流场模型,制定了处于同一技术水平的升 力发动机和升力风扇2种构型升推组合推进系统方案,对相关参数进行了计算和对比分析。结果表明:推进系统装机后受地面效 应影响,在工作环境、性能保持和功能完整性等方面,升力风扇构型明显优于升力发动机构型;相比升力风扇构型,升力发动机构 型总升力减小10%,总耗油率提高5%,主发动机压缩部件喘振裕度减小10%;如要保证升力分配比为1.0,总升力同比进一步减小 超过23%;为防止推进系统气动失稳,应保证主发动机进气相对温升不超过3.5%、温升率不超过50 K/s。
英文摘要:
      In order to obtain the environment adaptability and performance variability of different configurations of installed lift- thrust combined propulsion systems in the near ground environment, the influences of ground effect on the external flow lift loss, internal flow performance loss and aerodynamic stability of propulsion system, etc. were studied. The coupled flow field model of STOVL aircraft and propulsion system was constructed. Two configurations of lift-thrust combined propulsion system schemes with the lift engines and lift fans at the same technical level were developed, and the relevant parameters were calculated and compared. The result shows that after the installation of the propulsion system, the lift fan configuration is obviously superior to the lift engine configuration in terms of working environment, performance maintenance, and functional integrity due to the influence of ground effect; compared with the lift fan configuration, the total lift of the lift engine configuration is reduced by 10%, the total fuel consumption is increased by 5%, and the surge margin of the main engine compression component is decreased by 10%; to ensure the lift distribution ratio of 1.0, the total lift will further decrease by more than 23%; to prevent aerodynamic instability, the relative temperature rise of the main engine intake air shall not exceed 3.5% and the temperature rise rate shall not exceed 50K/s.
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