基于飞行试验视角的飞发一体化思考

丁凯峰; 王俊琦; 李秋锋

doi:10.13224/j.cnki.jasp.20230763

基于飞行试验视角的飞发一体化思考

doi: 10.13224/j.cnki.jasp.20230763

中国航空工业集团有限公司中国飞行试验研究院，西安 710089

详细信息

作者简介:
丁凯峰（1966-），男，研究员、博士生导师，博士，主要从事航空发动机飞行试验技术研究。E-mail：ddkf1@163.com

中图分类号: V217
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出版历程
- 收稿日期: 2023-12-04
- 网络出版日期: 2025-05-31

Consideration of aircraft-engine integration from flight test perspective

Chinese Flight Test Establishment，Aviation Industry Corporation of China，Limited，Xi’an 710089，China

摘要

摘要:
以飞行试验视角，从进/发相容性、发动机安装性能以及飞推综合控制3个方面阐述了飞发一体化的技术内涵、相关技术研究进展及应用状况、应用中容易出现的问题等。质量流量不匹配、进气压力/温度/旋流畸变是导致发动机装机失稳的主要原因之一，过失速机动飞行中进气总压畸变远高于常规迎角范围飞行时的进气畸变水平，进气畸变诱导的振动和结构失效问题不容忽视。可用推力取决于标准净推力及与发动机工作状态相关的外部阻力的确定，以“是否与油门杆相关”为准绳的推力/阻力划分体系为基础，采用数值仿真-风洞试验-飞行试验3种手段互为辅助、联合计算的方法可以获得可用推力。美国军方和NASA开展的大量飞推综合控制研究项目表明：采用飞推综合控制可以实现整个系统性能最优和稳定性最好，使飞机能最大限度地发挥其性能潜力。未来重点应开展飞发一体化模拟试验、发动机安装性能确定、发动机装机气动稳定性在线评估以及飞发综合控制评估方法等研究。
- 飞发一体 /
- 飞行试验 /
- 进/发相容性 /
- 畸变 /
- 可用推力 /
- 飞推综合控制
Abstract:
From the perspective of flight test, the connotation, research advances, application and problems of aircraft-engine integrated design were discussed from three aspects: inlet/engine compatibility, engine installed performance and aircraft-propulsion integrated control. Airflow matching, inlet pressure/temperature/swirl distortions were still the main reasons for engine instability in flight test. The inlet total pressure distortion during high angle of attack transient maneuver increasing rapidly was much higher than the inlet distortion level during conventional angle of attack flight. The vibration and structural failure induced by inlet distortion cannot be ignored. The installed propulsion force was composed of standard net thrust and drags relating to engine power. Based on the thrust-drag division criterion of “whether it is related to the throttle”, the installed propulsion force could be calculated by combining CFD, wind tunnel test and flight test. A large number of researches carried out by USA military and NASA proved that aircraft-propulsion integrated control technique was able to remarkably improve the aircraft system overall performance and stability. In future, the research on aircraft-propulsion integrated flight test and evaluation technology should focused on aircraft-propulsion integration simulation test, engine installed performance determination, engine installed aerodynamic stability online evaluation and aircraft propulsion integrated control evaluation method, etc.
- aircraft-propulsion integration /
- flight test /
- inlet-engine compatibility /
- distortion /
- installed propulsion force /
- aircraft-propulsion integrated contro

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图 1 飞发一体化设计的发展^[1]

Figure 1. Development of aircraft-engine integrated design^[1]

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图 2 进气道测量耙的典型形式及其安装

Figure 2. Typical form and installation of inlet rakes

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图 3 进气道喘振主要参数变化历程

Figure 3. Time history of major parameters during inlet surge

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图 4 进气道改进前后的W对比

Figure 4. W comparison before and after inlet improvement

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图 5 进气总温畸变的实例

Figure 5. Examples of inlet temperature distortion

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图 6 S弯进气道旋流产生机理^[16]

Figure 6. Mechanism of S inlet vortex generation^[16]

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图 7 C-141运输机/TF33发动机最大反推状态进气畸变研究^[18]

Figure 7. Research of inlet distortion on C-141 transporter/TF-33 engine during maximum reverse thrust^[18]

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图 8 0°～60°大迎角飞行瞬态畸变与稳态预测畸变峰值对比^[6]

Figure 8. Comparison between transient distortion and predicted steady distortion during 0° to 60° high angle of attack flight^[6]

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图 9 眼镜蛇机动发动机进口畸变指数变化

Figure 9. Engine inlet distortion indexes change during cobra maneuver

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图 10 小涵道发动机标准净推力确定思路图（燃气发生器法）

Figure 10. Method of determining standard netthrust of low bypass ratio turbo fan engine （gas generator method）

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图 11 飞机推力/阻力划分

Figure 11. Division of aircraft thrust and drag

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图 12 飞机极曲线与可用推力关系示意图

Figure 12. Relation between aircraft lift-drag polar and installing thrust

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图 13 ADECS系统简化原理框图^[26]

Figure 13. ADECS system simplified schematic diagram^[26]

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图 14 发动机可用推力增量（发动机稳态模型评估结果）^[34]

Figure 14. Engine installing thrust increment （simulation results based on engine steady performance model）^[34]

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图 15 40000 ft飞机加速过程（发动机全加力状态）^[28]

Figure 15. Aircraft acceleration in 40000 ft （engine in maximum power）^[28]

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图 16 PSC控制原理图^[29]

Figure 16. PSC schematic diagram^[29]

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图 17 畸变预测结果^[32]

Figure 17. Predicted distortion results^[32]

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