严雪阳1 ,李中龙 2 ,俞宗汉 3 ,黄国平 1 ,王瑞琳 1 ,潘鹏宇 1.基于内收缩比可调的二元TBCC进气道风洞试验及起动特性分析[J].航空发动机,2024,50(1):50-56
基于内收缩比可调的二元TBCC进气道风洞试验及起动特性分析
Wind Tunnel Test and Starting Characteristics Analysis of Two-dimensional TBCC Inlet Basedon Variable Internal Contraction Ratio
  
DOI:
中文关键词:  进气道  风洞试验  数值仿真  喉道面积  变几何  内收缩比  自起动  航空发动机
英文关键词:inlet duct  wind tunnel test  numerical simulation  throat area  variable geometry  internal contraction ratio  self-starting  aeroengine
基金项目:国家自然科学基金青年科学基金(12002162)、江苏省基础研究计划(自然科学基金,BK20200449)、南京航空 航天大学研究生科研与实践创新计划(xcxjh20210203)资助
作者单位
严雪阳1 ,李中龙 2 ,俞宗汉 3 ,黄国平 1 ,王瑞琳 1 ,潘鹏宇 1 1.南京航空航天大学 能源与动力学院南京 210016 2.中国航发四川燃气涡轮研究院成都 610500 3.北方工业大学 机械与材料工程学院北京100144 
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中文摘要:
      为拓宽进气道工作马赫数范围,结合型面变几何技术并充分利用迟滞回路效应的优势,基于外压缩面/喉道高度协同调 节的二元TBCC进气道模型,采用数值模拟与风洞试验结合的方法,研究了马赫数为4.0的通流状态下进气道内收缩比(即改变喉 道高度)增减对起动特性的影响。结果表明:当进气道处于不起动状态时,降低内收缩比使进气道肩部分离包被吞入继而实现再 起动;结合纹影和沿程静压分布等分析,进气道入口波系在各内收缩比下与设计值相符,但内流通道的CFD结果与试验结果存在 相对误差ε,且起动状态下的ε q 比不起动状态下的ε b 约低1.5%(ε q <2.7%,ε b <4.2%),表明采用的数值计算方法对于前体激波的预测 较为准确,而对于不起动进气道内流静压预测存在误差;获取此类变几何进气道的迟滞回路特性,当内收缩比≤1.79时,进气道正 常起动,当内收缩比≥2.54时,进气道不能正常起动,当1.79<内收缩比<2.54时,进气道的起动特性由初始状态和内收缩比的增减 趋势共同决定。
英文摘要:
      In order to widen the range of operating Mach number of the inlet and take full advantage of the hysteresis loop effect by using variable geometry technique of the profile, based on a two-dimensional TBCC inlet model with cooperative adjustment of external compression surface/throat height, a method combining numerical simulation and wind tunnel tests was used to investigate the effect of the increasing or decreasing of the inlet contraction ratio (i.e., changing the throat height) on the starting characteristics of the inlet at freestream Mach numbers of 4.0. The results show that when the inlet is in an unstarted state, decreasing the internal contraction ratio allows the shoulder separation bubble to be swallowed into the inlet and then achieve restart.Combined with the analysis of Schlieren pictures and the static pressure distribution, the inlet shock wave system is consistent with the design values at various internal contraction ratios, but there is a relative error ε between the CFD results and the test results of the internal flow channel. The ε in the started state is about 1.5% lower than the ε in the unstarted state (ε q <2.7%, ε b <4.2%). These indicate that the numerical method used is more accurate in predicting forebody shock waves, but errors exist in predicting the internal flow static pressure of the inlet in an unstarted state. The hysteresis loop characteristics of such kind of variable geometry inlet were obtained, when internal contraction ratio≤1.79, the inlet will start normally; when internal contraction ratio≥2.54, the inlet cannot start normally. When 1.79
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