螺旋桨风车特性分析方法研究

王定奇; 高扬; 王朝蓬

doi:10.13224/j.cnki.jasp.20220070

螺旋桨风车特性分析方法研究

doi: 10.13224/j.cnki.jasp.20220070

中国飞行试验研究院动力装置飞行试验技术研究所，西安 710089

详细信息

作者简介:
王定奇（1992-），男，工程师，硕士，研究方向为航空发动机性能特性试飞。E-mail：15191893895@163.com

中图分类号: V221.44
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- 文章访问数: 307
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- 被引次数: 0
出版历程
- 收稿日期: 2022-02-16
- 网络出版日期: 2024-08-13

Research on analysis method of propeller windmill characteristics

Power-Plant Flight Test Technology Institute，Chinese Flight Test Establishment，Xi’an 710089，China

摘要

摘要:
以某螺旋桨为研究对象，针对螺旋桨稳态时高速风车特性、低速风车特性和空中起动过程中瞬态风车特性，开展了不同飞行高度、真速、桨叶角及转速的仿真计算。定量给出了螺旋桨不同状态点的风车阻力，通过风洞试验进行验证，最大误差为4.63%。通过对标准螺旋桨特性中效用因子和零升迎角的修正，给出理论计算的螺旋桨特性。对仿真和理论计算结果采用数据融合方法给出螺旋桨风车特性最优解。结果表明：高速风车时，螺旋桨转速达到最大1078 r/min，在真速为480 km/h时，桨叶角为30°，拉力系数为−0.36；低速风车时，桨叶角在限动角为14°，来流为350 km/h时，转速为990 r/min，拉力系数为−0.47；起动过程中螺旋桨转速增大，桨叶角减小，风车阻力先增大后减小，回桨至14°，转速为970 r/min，瞬态风车阻力为−2150 kg。螺旋桨风车特性的获取为某型涡桨发动机试飞中风车阻力的确定及试验点规划提供技术支撑。
- 风车特性 /
- 流场仿真 /
- 效用因子 /
- 零升迎角 /
- 螺旋桨滑流 /
- 空中起动 /
- 数据融合
Abstract:
Taking a type of propeller as the research object, based on the characteristics of high-speed windmill and low-speed windmill in the steady state of the propeller and the characteristics of transient windmill during air start process, simulation calculations of different altitudes, true speeds, blade angles and rotating speeds were carried out. The windmill resistance of the propeller at different test conditions was given quantitatively. Through verification of the key points of the scaled-down model wind tunnel, the maximum error was 4.63%. Through correction of the utility factor and the zero-lift angle of attack in the standard propeller characteristics, the propeller characteristics were calculated iteratively. Based on the simulation and iterative calculation results, the data fusion method was used to put forward the optimal solution of the propeller windmill characteristics. The result showed that: for high-speed windmill, the propeller speed reached the maximum limits value; at true speed of 480 km/h, the blade angle was 30°, and coefficient of thrust was −0.36. For low-speed windmill, the blade angle was at limited angle; at the true speed of 350 km/h, the rotating speed was 990 r/min, and coefficient of thrust was −0.47. During the starting process, the resistance of the propeller windmill first increased and then decreased. When blade angle returned to 14°, the rotating speed was 970 r/min and the thrust was −2150 kg. Acquisition of the characteristics of the propeller windmill could provide a technical support for the determination of windmill resistance and the planning of test points in a certain turboprop engine flight test.
- windmill characteristics /
- flow field simulation /
- utility factor /
- zero-lift angle of attack /
- slipstream of propeller /
- air start /
- data fusion

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图 1 螺旋桨模型

Figure 1. Model of propeller

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图 2 流场拓扑结构

Figure 2. Topology of flow field

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图 3 旋转域网格

Figure 3. Grid of rotating aera

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图 4 远场域

Figure 4. Farfield zone

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图 5 标准桨功率系数

Figure 5. Power coefficient of standard propeller

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图 6 标准桨拉力系数

Figure 6. Thrust coefficient of standard propeller

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图 7 高速风车计算流程

Figure 7. Calculation process of high-speed windmill

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图 8 低速风车计算流程

Figure 8. Calculation process of low-speed windmill

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图 9 瞬态风车计算流程

Figure 9. Calculation process of transient windmill

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图 10 低速风车计算结果

Figure 10. Result of low-speed windmill

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图 11 高速风车计算结果

Figure 11. Result of high-speed windmill

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图 12 转速和桨叶角随飞行真速的变化

Figure 12. Changes of speed and blade angle with true speed

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图 13 不同高度时低速风车拉力系数对比

Figure 13. Comparison of thrust coefficient of low-speed windmill at different heights

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图 14 不同高度时高速风车拉力系数对比

Figure 14. Comparison of thrust coefficient of high-speed windmill at different heights

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图 15 起动过程中风车阻力、桨叶角随转速变化曲线

Figure 15. Curve of thrust and blade angle with rotating speed in re-start

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图 16 起动过程中阻力系数和桨叶角随前进比变化曲线

Figure 16. Curve of thrust coefficient and blade angle with advance ratio in re-start

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图 17 低速风车时r=1.4 m截面速度云图

Figure 17. Velocity field of r=1.4 m section at low-speed windmill

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图 18 高速风车时r=1.4 m截面速度云图

Figure 18. Velocity field of r=1.4 m section at high-speed windmill

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图 19 瞬态风车时r=1.4 m截面速度云图

Figure 19. Velocity field of r=1.4 m section at transient windmill

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$ {C_{T350}} $	标准桨拉力系数	$ {C_T} $	拉力系数
$ {C_{P350}} $	标准桨功率系数	$ {C_P} $	功率系数
$ { （ {{\theta _{0.7}}} ） _{350}} $/（°）	标准桨桨叶角	$ {\theta _{0.7}} $/（°）	桨叶角
$ J $	前进比	H_p/m	飞行高度
N/（r/min）	发动机转速	n/（r/s）	螺旋桨转速
D/m	螺旋桨直径	$ \rho $/（kg/m³）	大气密度
$ {V_{\text{t}}} $/（km/h）	飞行真速	$ {V_{\text{i}}} $/（km/h）	飞行表速

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表 1 孤立螺旋桨网格无关性验证

Table 1. Grid independence verification of isolated propeller

网格/10⁴	C_T		误差/%
网格/10⁴	CFD	风洞试验	误差/%
300	0.4064	−0.4310	5.70
500	0.4110	−0.4310	4.63
800	0.4114	−0.4310	4.61

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表 2 数值仿真与风洞试验结果对比

Table 2. Comparison between numerical simulation and wind tunnel test

螺旋桨状态	J	$ \theta $/（°）	C_T		C_P		误差/%
螺旋桨状态	J	$ \theta $/（°）	CFD	风洞试验	CFD	风洞试验	C_T	C_P
低速风车	1.23	14	−0.312	−0.327	−0.133	−0.141	2.96	3.58
高速风车	2.15	30	−0.338	−0.351	−0.379	−0.394	3.70	3.74
瞬态风车	2.74	35	−0.411	−0.431	−0.504	−0.522	4.61	4.55

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表 3 指示空速与真速

Table 3. Indicate speed compared to true speed

H_p/m	V_i/（km/h）	V_t/（km/h）
3000	300～330	330～363
4000	300～330	365～401
6000	300～330	405～445
8000	300～330	452～496

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