Design and experimental verification of an improved scheme for increasing total pressure recovery coefficient of the combustion chamber
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摘要:
针对燃烧室总压恢复系数处于0.915水平，对燃烧室总压恢复系数提出提升0.01的设计要求。通过对前置扩压器和整流罩的改进设计，火焰筒的流量分配和流场的匹配设计，以提高燃烧室的总压恢复系数。通过全环燃烧室部件性能试验研究，改进方案的总压恢复系数为0.929，在原型燃烧室0.915的基础上提升约0.014，满足设计指标要求，其中扩压器至少对提高总压恢复系数有不小于0.005的贡献；改进方案的出口温度场品质可满足设计要求；火焰筒壁温满足材料使用要求；燃烧效率、地面慢车贫油熄火边界略低于原型燃烧室。整机地面试验表明：在中间状态推力指标下改进方案在原型燃烧室的基础上可使压气机空气流量增加0.48 kg/s，耗油率降低2%，涡轮前温度降低6 ℃，可以提升发动机性能和可靠性。
Abstract:In view of the total pressure recovery coefficient of the combustion chamber at the level of 0.915, the total pressure recovery coefficient of the combustion chamber is required to increase by 0.01 in the design. In order to improve the total pressure recovery coefficient of the combustion chamber, the pre-diffuser and cowling were improved, and the flow mass distribution and flow field of the flame tube were matched in the design. The component experimental study on the performance of the full-ring combustor showed that the total pressure recovery coefficient of the improved scheme was 0.929, which increased by about 0.014 on the basis of the prototype combustor of 0.915 up to the design requirement, and the diffuser designed in the improved scheme at least contributed not less than 0.005 to increase the total pressure recovery coefficient. The quality of the outlet temperature field can meet the design requirement, the wall temperature of the flame tube can meet the requirement of material use, and lean-burn boundary of slow state engine and combustion efficiency were slightly lower than the prototype combustion chamber. The ground experiment of the overall engines showed that the improved scheme under the intermediate thrust index can increase the air flow rate of the compressor by 0.48 kg/s, reduce fuel consumption by 2%, and reduce the temperature before the turbine by 6 ℃ on the basis of the prototype combustion chamber, which can improve engine performance and reliability.
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图 6 过涡流器中心截面速度矢量分布
Figure 6. Velocity vector distribution on the center section of the swirler
图 7 过涡流器中心截面总压分布
Figure 7. Total pressure distribution on the center section of the swirler
图 10 空中巡航状态总压恢复系数特性曲线
Figure 10. Characteristic curves of total pressure recovery coefficient in cruise state
图 12 地面最大状态出口温度场云图
Figure 12. Outlet temperature distribution at the maximum ground state
图 13 地面最大状态火焰筒壁温分布
Figure 13. Wall temperature of flame tube at the maximum ground state
表 1 测量设备及精度
Table 1. Measure of equipment and precision
测量参数 测量设备 设备精度 试验要求 设备1数据采集系统 ±0.1%FS 压力 压力扫描阀 ±0.05%FS 压力≤±0.5% 大气压力 PTB110传感器 ±0.05%FS 压力≤±0.5% 温度 热电偶 进口±0.75%|t|
出口±0.25%|t|进口温度≤±1%
出口温度≤±2%空气流量 标准喷嘴 ±1.5% 空气流量≤±1.5% 燃油流量 质量流量计 ±0.2%FS 燃油流量≤±0.5% 火焰筒壁温 K型热电偶 ±0.4%|t| 火焰筒壁温≤±1% 注：表中FS为full scale，t为温度。 
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表 2 冷态总压恢复特性试验结果
Table 2. Experimenal results of cold state total pressure recovery characteristics
方案 λ3 σc 改进 0.1 0.991 0.2 0.962 0.274 0.929 0.35 0.879 原型 0.1 0.989 0.2 0.954 0.3 0.896 0.394 0.822
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表 3 不同状态下燃烧室检验点冷态总压恢复系数
Table 3. Cold state total pressure recovery coefficient under different conditions
试验状态 方案 λ3 σc 空中巡航 改进 0.276 0.928 空中巡航 原型 0.276 0.914 地面最大 改进 0.274 0.929 地面最大 原型 0.274 0.915
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表 4 改进方案外二股通道静压
Table 4. Satic pressure of the outside two-channel of the improved scheme
试验状态 pav/kPa p1/kPa p2/kPa p3/kPa 地面最大 502.38 488.73 487.36 487.47
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表 5 不同状态下燃烧室检验点燃烧效率
Table 5. Combustion efficiency of combustion chamber at check point in different states
试验状态 方案 燃烧效率 空中巡航检验点 改进 0.995 空中巡航检验点 原型 0.997 地面最大检验点 改进 0.977 地面最大检验点 原型 0.982
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