基于冷气预冷技术的高马赫数涡轮发动机建模方法及循环分析

姚尧; 王占学; 张晓博; 桂丰

doi:10.13224/j.cnki.jasp.20220505

基于冷气预冷技术的高马赫数涡轮发动机建模方法及循环分析

doi: 10.13224/j.cnki.jasp.20220505

姚尧^1,,
王占学¹,
张晓博^1,*, ,,
桂丰²

1.
西北工业大学动力与能源学院陕西省航空发动机内流动力学重点实验室，西安 710129
2.
中国航发四川燃气涡轮研究院，成都 610500

基金项目: 国家自然科学基金（52076180）；国家科技重大专项（2017-Ⅰ-0001-0001）

详细信息

作者简介:
姚尧（1994-），男，博士生，研究领域为航空发动机总体性能仿真与设计

通讯作者:
张晓博（1982-），男，副教授，博士，研究领域为航空发动机总体性能仿真与设计。E-mail：zhangxb@nwpu.edu.cn

中图分类号: V236
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出版历程
- 收稿日期: 2022-07-13
- 网络出版日期: 2023-03-30

Modeling method and cycle analysis of high-speed gas turbine engine with CCA technology

YAO Yao^1
,,
WANG Zhanxue¹,
ZHANG Xiaobo^{1,*
, ,},
GUI Feng²

1.
Shaanxi Key Laboratory of Internal Aerodynamics in Aero-Engine，School of Power and Energy，Northwestern Polytechnical University，Xi’an 710129，China
2.
Sichuan Gas Turbine Establishment，Aero Engine Corporation of China，Chengdu 610500，China

摘要

摘要:
针对高马赫数涡轮发动机的涡轮部件热防护问题，以基于冷气预冷（CCA）技术的变循环涡扇（VCTF）发动机为例，建立燃油的热物性库，换热器、涡轮叶片冷却以及改进燃烧室的计算模型，发展VCTF发动机的设计点迭代计算模型，分析CCA技术对VCTF发动机循环性能的影响。结果表明：CCA技术能够在相同涡轮材料耐温的水平下进一步增大发动机净推力，但是耐高温涡轮叶片材料的应用仍是提升发动机的性能的关键。对于未采用耐高温涡轮叶片材料的低压涡轮（LPT），其导向器和转子的冷气量随着高压涡轮（HPT）材料耐温的水平提高而增大；采用CCA技术后，低压涡轮导向器的冷气量减少，但是未采用预冷引气的低压涡轮转子的冷气量进一步增大，耐高温涡轮叶片材料的应用能够明显降低这一不利影响。
- 高马赫数涡轮发动机 /
- 冷气预冷（CCA）技术 /
- 建模方法 /
- 设计点迭代 /
- 循环性能
Abstract:
For the thermal protection of turbine components of high-speed gas turbine engines, a variable cycle turbofan (VCTF) engine with cooled cooling air (CCA) technology was taken as an example. The library of fuel thermal physical property, and the simulation model of the heat exchanger, the turbine blade cooling, and the combustion chamber with fuel temperature change were established. The iteration simulation model of design point for the high-speed VCTF engine was developed, and the influence on the thermodynamic cycle performance of the VCTF engine with CCA technology was analyzed. Results showed that at the same turbine temperature limits level, the CCA technology can further increase the thrust of the high-speed gas turbine engine. However, the application of high-temperature resistant material into turbine blades was still the key to improving the performance of the high-speed gas turbine engine. For the low-pressure turbine (LPT) without high-temperature resistant material, the relative cooling air bleeds of the LPT stator and rotor increased with the increase of high-pressure turbine (HPT) temperature limits level; after the CCA technology was adopted, the relative cooling air bleed of the LPT stator decreased, and that of the LPT rotor without cooled cooling air further increased. Applying high-temperature resistant material into LPT can reduce this adverse effect.
- high-speed gas turbine engine /
- cooled cooling air (CCA) technology /
- modeling method /
- design point iteration /
- cycle performance

HTML

图 1 基于CCA技术的VCTF发动机结构示意图

Figure 1. Schematic diagram of VCTF engine structure with CCA technology

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图 2 基于CCA技术的VCTF发动机性能仿真模型

Figure 2. Simulation model for the VCTF engine performance with CCA technology

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图 3 3 MPa下RP-3的热物性参数对比

Figure 3. Thermophysical parameters comparison of RP-3 at 3 MPa

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图 4 涡轮叶片对流冷却和气膜冷却计算模型示意图^[25]

Figure 4. Schematic diagram of turbine blade convection cooling and filming cooling^[25]

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图 5 不同燃烧室出口总温下油气比随燃油温度变化

Figure 5. Variation of fuel-air ratio vs initial fuel temperature at different burner exit total temperature

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图 6 基于CCA技术的VCTF发动机的设计点迭代计算流程

Figure 6. Design point iterative calculation procedure of the VCTF engine with CCA technology

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图 7 不同涡轮前温度和涡轮叶片温度的限制水平下高压压气机出口的相对引气量

Figure 7. Relative bleeding air flow from HPC exit vs turbine inlet temperature and turbine blade temperature limits

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图 8 不同涡轮前温度和涡轮叶片温度的限制水平下VCTF发动机总体性能

Figure 8. Overall performance of the VCTF engine vs turbine inlet temperature and turbine blade temperature limits

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图 9 不同涡轮前温度和涡轮叶片温度的限制水平下高、低压涡轮的性能参数变化规律

Figure 9. Performance parameters of HPT and LPT vs. turbine inlet temperature and turbine blade temperature limits

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图 10 不同涡轮前温度和涡轮叶片温度的限制水平下燃油-空气换热器的循环参数变化规律

Figure 10. Cycle parameters of fuel-air heat exchanger vs. turbine inlet temperature and turbine blade temperature limits

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图 11 不同涡轮前温度和涡轮叶片温度的限制水平下高、低压涡轮的循环参数变化

Figure 11. Cycle parameters of HPT and LPT vs. turbine inlet temperature and turbine blade temperature limits

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表 1 涡轮导向器和转子级效率损失系数^[24]

Table 1. Turbine stator and rotor stage efficiency loss factors^[24]

冷却方式	对流冷却相对流量α	级效率损失
冷却方式	对流冷却相对流量α	导向器（r_V1/r_V2）	转子（r_B1/r_B2）
先进对流	1.0	0.1	0.2
对流和气膜 1	0.75	0.12	0.24
对流和气膜2	0.50	0.15	0.30
对流和气膜3	0.25	0.18	0.36
全气膜	0	0.35	0.60

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表 2 基于CCA技术的VCTF发动机基准设计参数和总体性能参数

Table 2. Baseline design and overall performance parameters of the VCTF engine with CCA technology

基准设计参数		数值
发动机进口空气流量/（kg/s）		41
进气道总压恢复系数		0.80
风扇压比		1.40
风扇涵道比		0.94
高压压气机压比		3.60
高压压气机出口总温/K		992.0
燃油箱出口温度/K		380
燃油箱出口压力/MPa		2.6
燃油-空气换热器总压恢复系数	空气	0.97
燃油-空气换热器总压恢复系数	燃油	0.89
燃油-空气换热器进口相对引气量δ₃/%		10.43
燃油-空气换热器燃油侧出口总温/K		526
燃油-空气换热器空气侧出口总温/K		895
燃油-空气换热器换热效率		0.238
燃烧室出口总温T_t4/K		1900
燃烧室总压恢复系数		0.95
高压涡轮	导向器相对引气量δ₃₂/%	57
	转子相对引气量δ₃₃/%	29
	导向器叶片限制温度T_V1/K	1338
	转子叶片限制温度T_B1/K	1338
	修正前（后）等熵效率	0.85 （0.842）
低压涡轮	导向器相对引气量δ₃₄/%	14
	转子相对引气量δ₃₅/%	1.64
	导向器叶片限制温度T_V2/K	1338
	转子叶片限制温度T_B2/K	1230
	修正前（后）等熵效率	0.87 （0.867）
	净推力F_n/kN	11.63
	比冲I_sp/s	2177

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表 3 涡轮叶片冷却计算的输入参数

Table 3. Input parameters for turbine blade cooling calculation

叶片参数	高压涡轮		低压涡轮
叶片参数	导向器	转子	导向器	转子
Ma_c	0.3	0.3	0.35	0.3
弦长/m	0.036	0.045	0.058	0.068
叶距/m	0.034	0.028	0.048	0.037
叶高/m	0.036	0.045	0.058	0.068
叶片数	42	51	36	47
α	0.5	0.5	0.5	0.5

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表 4 半经验方法与一维方法计算结果对比

Table 4. Calculation result comparison between semi-empirical method and one-dimensional method

方法	计算参数	导向器	转子
一维方法	冷却流因子	0.0312	0.0413
	对流冷却效率	0.632	0.653
	气膜冷却效率	0.313	0.308
	相对引气量/%	29.00	1.64
半经验方法	相对引气量/%	29.52	1.69

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表 5 循环性能分析选取的不同参数技术水平

Table 5. Selection of different parameters technology levels for cycle performance analysis

参数	方案编号
参数	C1	C2	C3	C4	C5
T_t4/K	1900～2200
T_V1/K	1338	1530	1530	1530	1530
T_B1/K	1338	1338	1530	1530	1530
T_V2/K	1338	1338	1338	1530	1530
T_B2/K	1230	1230	1230	1338	1530

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表 6 不采用CCA技术下涡轮材料耐温的水平依次提高对净推力的提升

Table 6. Net thrust improvement by increasing turbine material temperature resistant level without CCA technology

方案	净推力提升百分比/%
C1
C2	2.80～3.52
C3	2.52～2.60
C4	3.41～6.72
C5	0.90～2.07

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表 7 相同涡轮材料耐温的水平下采用CCA技术对净推力的提升

Table 7. Net thrust improvement with CCA technology under same turbine material temperature resistant level

方案	净推力提升百分比/%
C1	1.26～1.54
C2	1.47～1.56
C3	1.06～1.37
C4	0.5～1.49
C5	0.69～1.40

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