STOVL推进系统模式转换过程建模及分析

江天牧; 张晓博; 王占学

doi:10.13224/j.cnki.jasp.20210551

STOVL推进系统模式转换过程建模及分析

doi: 10.13224/j.cnki.jasp.20210551

西北工业大学动力与能源学院，西安 710129

基金项目: 国家自然科学基金（52076180）；国家科技重大专项（J2019-Ⅰ-0021-0020）

详细信息

作者简介:
江天牧（1996-），男，博士生，主要从事航空发动机总体性能仿真与设计研究

中图分类号: V235.3
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- 被引次数: 0
出版历程
- 收稿日期: 2021-09-27
- 网络出版日期: 2023-03-01

Modeling and analysis of mode conversion process for STOVL propulsion system

School of Power and Energy，Northwestern Polytechnical University，Xi’an 710129，China

摘要

摘要:
在通过对离合器组件的动力学分析建立离合器动态性能计算模型的基础上，根据短距起飞/垂直降落（STOVL）推进系统各部件在不同工作状态下的耦合关系，建立了STOVL推进系统模式转换过程的共同工作方程组，即其动态性能仿真模型，并提出了STOVL推进系统短垂模式与常规模式相互转换的控制策略，对比了不同离合器接合速度下模式转换过程中的性能参数特点。结果表明：建立的仿真模型在模式转换过程中与国外文献数据相比最大误差为3.76%；提出的控制策略可保证模式转换过程中STOVL推进系统无超温、超转现象，且喘振裕度变化在0.1%以内；模式转换过程中离合器接合时间越短，其瞬时摩擦产热量越大，但总产热量越小。
- 短距起飞/垂直降落（STOVL） /
- 离合器 /
- 升力风扇 /
- 动态性能 /
- 模式转换
Abstract:
Based on the clutch dynamic performance calculation model established by the dynamic analysis of the clutch components, the co-working equations of STOVL propulsion system mode conversion process, namely its dynamic performance simulation model, were set up, according to the coupling relationship of short takeoff and vertical landing (STOVL) propulsion system components in different working states. The control strategies for the conversion between STOVL mode and conventional mode were proposed, and the characteristics of the performance parameters during the conversion process under different clutch engagement speeds were compared. Results showed that the maximum error of the simulation model was 3.76% compared with the foreign research data in the process of mode conversion. In the process of mode conversion, the proposed control strategy can ensure that there was no overlimit of temperature and speed of STOVL propulsion system, and the surge margin change was less than 0.1%. In the process of mode conversion, the shorter clutch engagement time of mode conversion process, the greater instantaneous frictional heat generation, but the lower total heat generation.
- short takeoff and vertical landing (STOVL) /
- clutch /
- lift fan /
- dynamic performance /
- mode conversion

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图 1 传动离合系统示意图

Figure 1. Schematic diagram of transmission and clutch system

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图 2 STOVL推进系统仿真模型

Figure 2. Simulation model of STOVL propulsion system

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图 3 模式转换过程动态性能计算流程图

Figure 3. Flow chart of dynamic performance calculation during mode conversion

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图 4 升力风扇接合、脱离过程模拟结果与文献[23]数据对比

Figure 4. Comparison of lift-fan engagement and disengagement simulation results with Ref.[23] data

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图 5 短垂模式转换至常规模式过程参数调节规律

Figure 5. Control schedules during the conversion from STOVL mode to conventional mode

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图 6 短垂模式转换至常规模式过程中推进系统性能参数

Figure 6. Performance parameters of propulsion system during the conversion from STOVL mode to conventional mode

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图 7 常规模式转换至短垂模式过程参数调节规律

Figure 7. Control schedules during the conversion from conventional mode to STOVL mode

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图 8 常规模式转换至短垂模式过程中推进系统性能参数

Figure 8. Performance parameters of propulsion system during the conversion from conventional mode to STOVL mode

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图 9 不同接合速度下离合器力矩、摩擦耗散功率及产热量对比

Figure 9. Comparison of clutch torque, friction dissipation power and heat generation at different engagement speeds

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表 1 STOVL推进系统平衡方程

Table 1. Equilibrium equations of STOVL propulsion system

序号	离合器状态
序号	滑动状态	锁定状态
1	${q_{m,{\text{fan,in}}}} = {q_{m{\text{,fan,map}}}}$
2	${q_{m,{\text{com,in} } } } = {q_{m,{\text{com,map} } } }$
3	${q_{m,{\text{HPT,in} } } } = {q_{m,{\text{HPT,map} } } }$
4	${q_{m,{\text{LPT,in} } } } = {q_{m,{\text{LPT,map} } } }$
5	${p_{{\text{s,mixinner}}}} = {p_{{\text{s,mixouter}}}}$
6	${q_{m,{\text{nozz,in}}}} = {q_{m{\text{,nozz,cap}}}}$
7	${M_{ {\text{HPT} } } } = {M_{ {\text{com} } } } + {J_{ {\text{hp} } } }\dfrac{ { {\text{d} }{\omega _{ {\text{hp} } } } } }{ { {\text{d} }t} }$
8	${M_{ {\text{LPT} } } } = {M_{ {\text{fan} } } } + {M_{ {\text{cl} } } } + {J_{ {\text{lp} } } }\dfrac{ { {\text{d} }{\omega _{ {\text{lp} } } } } }{ { {\text{d} }t} }$
9	${q_{m{\text{,rollnozz,in}}}} = {q_{m,{\text{rollnozz,cap}}}}$
10	${q_{m{\text{,lf,in}}}} = {q_{m{\text{,lf,map}}}}$
11	${q_{m,{\text{lfnozz,in}}}} = {q_{m,{\text{lfnozz,cap}}}}$
12	${M_{ {\text{cl} } } } = {M_{ {\text{lf} } } } + {J_{ {\text{lf} } } }\dfrac{ { {\text{d} }{\omega _{ {\text{lf} } } } } }{ { {\text{d} }t} }$

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表 2 短垂模式地面静止工作点性能参数

Table 2. Performance parameters of ground static operating point in STOVL mode

参数	仿真结果	文献[18]数据
涡轮前温度/K	2197.7	2200
涵道比	0.645	0.645
巡航发动机推力/kN	78.1	78.1
升力风扇推力/kN	81.5	81.1
滚转喷管推力/kN	18.1	17.9

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表 3 常规模式高空巡航工作点性能参数

Table 3. Performance parameters of high altitude cruising point in conventional mode

参数	仿真结果	文献[18]数据
涡轮前温度/K	2198.7	2200
涵道比	0.55	0.55
净推力/kN	64.5	65.0

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