摘要
目前航空发动机叶尖间隙过渡态分析过程中尚未充分考虑叶尖间隙变化、主流、二次空气系统三者间动态耦合交互作用,导致计算精度有限。为此,本研究将主流道参数计算模型耦合到现有考虑固体域和二次空气系统动态耦合交互的“跨时间尺度流热固耦合”计算模型中,构建了一种新的航空发动机叶尖间隙“跨尺度多物理场联合仿真”方法。该方法增加了主流道与二次空气系统、叶尖间隙与主流道的双向动态耦合交互。通过与整机试验数据对比,新方法较好地捕捉到了叶尖间隙在整个历程中的变化趋势,且计算误差达到10%以内。进一步对比分析显示,与“跨时间尺度流热固耦合”计算模型相比,耦合主流道参数后计算精度提升的主要原因是高压涡轮转子热变形预测值增大。深入剖析发现,转子热变形增大主要源于高压涡轮转子流动换热特性的变化:历程中高压涡轮转子进口截面处的总温和总压分别最大增加了2.8%和5.1%,二次空气系统高压流路流量最大增加2.1%,换热功率最大增加48.51 kW。
Currently the dynamic interactions among tip clearance change,the main flow and the secondary air system have not been fully considered in transient simulations of tip clearance,resulting in the limitation of the simulation accuracy.To address this problem,a new method of blade tip clearance simulation integrates a main flow parameter calculation model into the existing‘cross-time-scale fluid-thermal-solid coupling’compu⁃tational model that accounts for dynamic coupling interactions between the solid domain and the secondary air sys⁃tem.This integration leads to the development of a new‘cross-scale multi-physics joint simulation’method,in⁃corporating bidirectional dynamic interactions between main flow and the secondary air system,as well as be⁃tween tip clearance and main flow.Compared with the test data of the engine,the new method can better capture the trend of the tip clearance change in the whole process,with the calculation error less than 10%.Further com⁃parative analysis shows that the main reason for the improvement of computational accuracy after coupling the main flow,compared with the‘cross-time-scale fluid-thermal-solid coupling’calculation method,is the in⁃crease of thermal deformation in high-pressure turbine rotor.It is found that the increase of rotor thermal deforma⁃tion is mainly due to the change of flow and heat transfer characteristics of high-pressure turbine rotor:the total temperature and total pressure at the inlet section of high-pressure turbine rotor increased by a maximum of 2.8%and 5.1%respectively,the flow rate of high-pressure flow path of secondary air system increased by a maximum of 2.1%,and the heat transfer power increased by a maximum of 48.51 kW during the process.
作者
邵发宁
毛军逵
赵伟辰
柴政
陈娉婷
王飞龙
杨超
SHAO Faning;MAO Junkui;ZHAO Weichen;CHAI Zheng;CHEN Pinting;WANG Feilong;YANG Chao(College of Energy and Power Engineering,Nanjing University of Aeronautics and Astronautics,Nanjing 210016,China;Jiangsu Province Key Laboratory of Aerospace Power System,College of Energy and Power Engineering,Nanjing University of Aeronautics and Astronautics,Nanjing 210016,China;AECC Shenyang Engine Research Institute,Shenyang 110015,China)
出处
《推进技术》
北大核心
2025年第9期47-58,共12页
Journal of Propulsion Technology
基金
国家科技重大专项。
