Steady state simulation method of whole aero-engine based on circumferentially averaged method
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摘要:
自主发展了基于周向平均方法的航空发动机整机准三维数值仿真方法。基于Navier-Stokes方程,推导了周向平均的准三维通流模型控制方程,针对方程源项传统模型的不足,提出了考虑叶型影响的无黏叶片力模型、基于机器学习的压气机展向分布损失模型和基于理论分析的周向不均匀性模型等,并完成了燃烧室的准三维建模,最终实现了航空发动机整机准三维稳态仿真。利用本文发展的整机周向平均稳态准三维仿真程序CAM完成了WP11涡喷发动机整机仿真,并与俄罗斯S2程序AES-S2的仿真结果进行了对比分析。结果表明,相比于俄罗斯S2程序AES-S2,所发展的周向平均准三维仿真程序CAM仿真精度更高,在WP11整机准三维仿真的设计点计算结果对比中,CAM计算的涡轮流量的误差比AES-S2的计算误差小8%以上,发动机推力误差小16%以上;收敛性更好,CAM计算的涡轮流量的振幅比AES-S2的计算结果的振幅小10%以上,CAM计算的发动机推力的振幅比AES-S2的计算结果的振幅小20%以上。
Abstract:A numerical simulation method of the whole aero-engine based on the circumferentially averaged method was developed independently. Based on the Navier-Stokes equation, the governing equation of the circumferentially averaged throughflow model was deduced. In view of the shortcomings of the traditional model for the source terms of the equation, an inviscid blade force model considering the influence of airfoil, a compressor spanwise distribution loss model based on machine learning, and a circumferential non-uniformity model based on theoretical analysis were proposed. On this basis, the quasi-3D modeling of the combustion chamber was further completed, and finally the quasi-3D steady state simulation of the whole aero-engine was realized. The whole aero-engine simulation of turbojet engine WP11 was completed by using the whole aero-engine circumferentially averaged steady state simulation program CAM developed, and the simulation results of the Russian S2 program AES-S2 were compared and analyzed. The results showed that compared with the Russian S2 program AES-S2, the circumferentially aver-aged quasi-3D simulation program developed had higher simulation accuracy. In comparison of the quasi-3D calculation results of WP11’s design point, the error of turbine mass flow calculated by CAM was less than that of AES-S2 by over 8%. In terms of engine thrust, the error was reduced by more than 16%. The convergence of CAM was better. The amplitude of the turbine mass flow calculated by CAM was less than that of AES-S2 by over 10%. In terms of engine thrust, the amplitude of the calculation result was reduced by more than 20%.
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参数 全展高 展中截面 MAE/% 0.9816 0.3334 RMSE/% 1.9925 0.5859 R2 0.8302 0.9718 表 2 损失模型在 E3 压气机静子上的验证结果[32]
Table 2. Verification results of loss model on the E3 compressor stator[32]
参数 静子S1 静子S2 静子S3 静子S4 静子S5 MAE/% 1.4038 0.4953 0.4133 1.0076 1.9956 RMSE/% 1.6906 0.6391 0.5014 1.2680 2.1578 R2 −0.6276 0.7687 0.8562 0.0737 −1.6788 参数 静子S6 静子S7 静子S8 静子S9 静子S10 MAE/% 0.8746 0.9092 0.8740 0.9344 2.4189 RMSE/% 1.0514 1.0531 1.0047 1.2112 2.7651 R2 0.3676 0.4401 0.5008 0.2725 −2.7828 表 3 俄罗斯S2程序AES-S2与周向平均程序CAM的WP11整机设计点计算结果对比
Table 3. Comparison of calculation results of design point of WP11 whole aero-engine between Russian S2 program AES-S2 and circumferentially averaged program CAM
参数 计算结果 AES-S2 CAM 涡轮流量/(kg/s) 12.41~15.47 13.50~13.72 涡轮流量相对误差/% −9.15~13.25 −1.17~0.44 发动机推力/kN 6.197~9.867 8.1899~8.3285 发动机推力相对误差/% −27.1~16.1 −1.75~−0.09 -
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