Comparison of overall performance optimization for three adaptive cycle engines
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摘要:
基于超声速民机的飞行任务需求，选取3种构型的自适应循环发动机作为超声速客机的备选动力系统并开展总体性能优化对比。构建总体性能数值仿真模型和数学优化模型，确定设计循环参数选取准则；开展自适应循环发动典型状态点的性能优化对比，分析大功率需求状态和低耗油率需求状态下发动机的性能；基于分析结果，选取优选构型开展基于飞行任务需求的设计循环参数优化。结果表明：模式转换能够显著扩展推力范围并降低耗油率，以构型A为例，亚巡状态下推力范围拓宽约14.14%，耗油率降低约5.75%。构型A在亚巡状态下具有耗油率优势，且起飞推力较高。构型B在超巡状态的节流特性线起始段显示出耗油率优势，且适合高起飞总重的飞行器。构型C在亚巡和超巡状态下均表现出低耗油率，且适合载客量较小的超声速客机。通过优化构型C设计循环参数，可以提升飞机起飞总重3.62%，并在超声速巡航状态下降低耗油率约3%，这将有利于增加载客量和飞行航程。
Abstract:Based on the flight mission demand of supersonic civil transport, three configurations of adaptive cycle engines were selected as candidate propulsion systems and comparison of overall performance optimization was carried out. Numerical simulation model and mathematical optimization model for overall performance were established. The criteria for selecting design cycle parameters were determined. Performance optimization comparisons of three adaptive cycle engines in typical working conditions were conducted, and the performance of the engine under high power demand and low fuel consumption demand conditions was analyzed. Based on the analysis results, the optimal configuration was selected and the design cycle parameters were optimized based on flight mission demand. The results indicate that mode transition can significantly expand the thrust range and reduce fuel consumption. For instance, in Configuration A, the thrust range is broadened by approximately 14.14% and the fuel consumption is reduced by about 5.75% during subsonic cruise. Configuration A exhibits a fuel consumption advantage during subsonic cruise, and also large take-off thrust. Configuration B shows a fuel consumption advantage at the initial segment of the throttle characteristic curve during supersonic cruise, and is suitable for aircraft with high take-off weights. Configuration C demonstrates low fuel consumption in both subsonic and supersonic cruise, and is suitable for smaller supersonic passenger aircraft. By optimizing the design cycle parameters of Configuration C, the aircraft's take-off weight can be increased by 3.62%, and specific fuel consumption during supersonic cruise can be reduced by approximately 3%, which could be beneficial to passenger capacity and flight range.
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图 1 带后可变风扇的三外涵ACE部件示意图
Figure 1. Component diagram of three outer bypass ACE with rear variable fan
图 2 带后可变风扇的三外涵ACE两种模式流路图
Figure 2. Flow path diagram of two working modes in three outer bypass ACE with rear variable fan
图 3 带后可变风扇的三外涵ACE可调部件
Figure 3. Variable components of three outer bypass ACE with rear variable fan
图 4 带叶尖风扇的三外涵ACE部件示意图
Figure 4. Component diagram of three outer bypass ACE with fan-on-blade
图 5 带叶尖风扇的三外涵ACE可调部件
Figure 5. Variable components of three outer bypass ACE with fan-on-blade
图 6 带叶尖风扇的三外涵ACE不同工作模式流道图
Figure 6. Flow path diagram of different working modes in three outer bypass ACE with fan-on-blade
图 7 带三股流风扇的双外涵ACE部件示意图
Figure 7. Component diagram of double outer bypass ACE with three-stream fan
图 8 带三股流风扇的双外涵ACE可调部件
Figure 8. Variable components of double outer bypass ACE with three-stream fan
图 9 构型A和构型C的前风扇设计工作点
Figure 9. Front fan’s design working points of configuration A and C
图 10 构型A和构型C的后风扇设计工作点
Figure 10. Rear fan’s design working points of configuration A and C
图 12 构型A和构型B的CDFS设计工作点
Figure 12. CDFS’ design working points of configuration A and B
图 13 构型A、B和C的HPC设计工作点
Figure 13. HPC’s design working points of configuration A, B and C
图 14 后风扇换算流量-压比多角度特性图
Figure 14. Multi-angle characteristics diagram of rear fan’s corrected mass flow-pressure ratio
图 15 构型A亚声速巡航双外涵模式优化前后节流线
Figure 15. Throttling lines of configuration A’s double outer bypass mode during subsonic cruise before and after optimization
图 16 构型A亚声速巡航三外涵模式优化前后节流线
Figure 16. Throttling lines of configuration A’s triple outer bypass mode in subsonic cruise before and after optimization
图 17 构型A在亚声速巡航三外涵模式下各工作点优化目标值
Figure 17. Optimization target values of all working points in configuration A’s triple outer bypass mode during subsonic cruise
图 18 构型A亚声速巡航节流线
Figure 18. Throttling lines of configuration A during subsonic cruise
图 19 构型A在15 km，Ma=1.6工作点双外涵模式优化前后节流线
Figure 19. Throttling lines of configuration A’s double outer bypass mode in 15 km，Ma=1.6 working point before and after optimization
图 20 构型A在15 km，Ma=1.6工作点三外涵模式优化前后节流线
Figure 20. Throttling lines of configuration A’s triple outer bypass mode in 15 km，Ma=1.6 working point before and after optimization
图 21 构型A在15 km，Ma=1.6工作点双外涵模式下各工作点优化目标值
Figure 21. Optimization target values of all working points in configuration A’s double outer bypass mode in15 km，Ma=1.6 working point
图 22 构型A在15 km，Ma=1.6工作点节流线
Figure 22. Throttling lines of configuration A in15 km，Ma=1.6 working point
图 23 构型A在15 km，Ma=1.8工作点双外涵模式优化前后节流线
Figure 23. Throttling lines of configuration A’s double outer bypass mode in 15 km，Ma=1.8 working point
图 24 构型A在15 km，Ma=1.8工作点三外涵模式优化前后节流线
Figure 24. Throttling lines of configuration A’s triple outer bypass mode in 15 km，Ma=1.8 working point
图 25 构型A在15 km，Ma=1.8工作点节流线
Figure 25. Throttling lines of configuration A in 15 km，Ma=1.8 working point
图 26 构型B亚声速巡航节流线
Figure 26. Throttling lines of configuration B during subsonic cruise
图 27 构型B在15 km，Ma=1.6工作点节流线
Figure 27. Throttling lines of configuration B in15 km，Ma=1.6 working point
图 28 构型B在15 km，Ma=1.8工作点节流线
Figure 28. Throttling lines of configuration B in15 km，Ma=1.8 working point
图 31 三种构型ACE亚巡状态节流线对比
Figure 31. Throttling line comparison of three configurations of ACEs during subsonic cruise
图 32 三种构型ACE在15 km，Ma=1.6工作点节流线
Figure 32. Throttling line comparison of three configurations of ACEs in 15 km，Ma=1.6 working point
图 33 三种构型ACE在15 km，Ma=1.8工作点节流线
Figure 33. Throttling line comparison of three configurations of ACEs in 15 km，Ma=1.8 working point
图 37 超声速巡航状态安装节流线
Figure 37. Installation throttling line in supersonic cruise condition
图 39 优化前后超声速巡航安装节流线
Figure 39. Installed throttling lines of supersonic cruise before and after optimization
图 40 优化后超声速巡航状态安装节流线
Figure 40. Installed throttling line of supersonic cruise after optimization
表 1 不同构型ACE平衡方程
Table 1. Balanced equations of different configurations of ACEs
发动机构型 工作模式 平衡方程公式代号 带后可变风扇
三外涵ACE三外涵模式 式（1）～式（8） 双外涵模式 式（1）～式（6）, 式（8）和式（9） 带叶尖风扇
三外涵ACEM3模式 式（1）～式（8） M13模式 式（1）～式（6）, 式（8）和式（9） M2模式 式（1）～式（5）, 式（7）和式（8） M1模式 式（1）～式（5）, 式（8）和式（9） 带三股流风扇
双外涵ACE式（1）～式（6）, 式（8） 
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表 2 可调机构允许的调节范围
Table 2. Allowable adjust ranges of variable components
变量符号 范围 αVSVflade /（°） [−85, 0] αVSVfan /（°） [−15, 15] αVSVCDFS /（°） [0, 45] αVSVHPC /（°） [−10, 10] δAVAGLPT /% [−10, 30] δARVABI /% [−60, 60] δA8 /% [−30, 30]
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表 3 三种构型ACE设计循环参数
Table 3. Design point parameters of three ACE configurations
构型名称 构型A：
带后可变
风扇的
三外涵ACE构型B：
带叶尖
风扇的
三外涵ACE构型C：
带三股流
风扇的
双外涵ACE高度/km 0 马赫数 0 进口空气流量/（kg/s） 185 前风扇压比 2.0 2.2 风扇压比 1.8 3.44 2.0 叶尖风扇压比 2.3 CDFS压比 1.37 1.37 HPC压比 5.5 5.5 7.535 总压比 27.126 25.92 33.51 第一外涵分流比 0.25 0.3 0.34 第二外涵分流比 0.3 0.3 0.45 第三外涵分流比 0.25 0.25 涡轮前温度/K 1908 推力/daN 12866.94 12622.73 13187.59 耗油率/
（kg/（daN·h））0.719 0.711 0.7077
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表 4 典型状态飞机需用推力
Table 4. Required thrust of aircraft in typical conditions
飞机需用推力 最大推力/daN 最小推力/daN 亚声爬升飞行9 km，Ma=0.9 3556.79 超声爬升飞行13 km，Ma=1.1 3072.45 超巡飞行15 km，Ma=1.8 3580.58 2335.18
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表 5 优化后的设计循环参数
Table 5. Design cycle parameters after optimzation
构型名称 带三股流风扇的双外涵ACE 高度/km 0 马赫数 0 进口空气流量/（kg/s） 185 前风扇压比 2.2 风扇压比 2.0 HPC压比 8 总压比 35.2 第一外涵分流比 0.6 第二外涵分流比 0.2 涡轮前温度/K 1934.18 推力/daN 13614.6 耗油率/（kg/（daN·h）） 0.7047
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