Calculation method of loading of complex aerodynamic profile nozzle based on NLI factor
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摘要:
为了快速获取复杂气动型面喷管在飞行包线内大批量载荷数据以满足其疲劳寿命评估的需求，通过引入复杂气动型面喷管载荷影响（nozzle load influence，NLI）因子，发展了复杂气动型面喷管载荷计算理论，同时提出了基于复杂气动型面NLI因子的喷管载荷计算方法。首先基于计算流体动力学（computational fluid dynamics，CFD）数值模拟方法获取复杂气动型面喷管载荷分布基本特征，得到复杂气动型面NLI因子；然后利用一维等熵内流流动理论推导的喷管载荷理论公式计算由于飞行高度、飞行马赫数、发动机状态变化引起的喷管载荷变化量。研究表明复杂气动型面喷管流向截面面积变化及局部型面特征两种因素叠加作用导致其壁面载荷分布复杂，但对于喷管给定位置处的载荷大小与喷管落压比存在线性或近似线性关系；基于NLI因子的喷管载荷计算方法可以获得不同高度、不同马赫数、不同发动机状态下喷管载荷数据，计算精度基本可以继承CFD计算方法的载荷计算精度，计算效率随着需要计算的载荷状态数量增加而大大提升。
Abstract:In order to quickly obtain a large number of load data of complex aerodynamic profile nozzle in flight envelope to meet the needs of fatigue life assessment, the load calculation theory of complex aerodynamic profile nozzle was developed by introducing the factor of complex aerodynamic profile nozzle load influence (NLI), and the calculation method of nozzle load based on the influence factor of complex aerodynamic profile nozzle load was proposed. Based on the computational fluid dynamics (CFD) and numerical calculation method, the basic characteristics of the load distribution of the nozzle with complex aerodynamic profile were obtained, and the load influence factors of the complex aerodynamic profile nozzle were also acquired. The nozzle load theoretical formula derived from the one-dimensional isentropic internal flow theory was used to calculate the variation of the nozzle load caused by the flight height, flight Mach number and engine state. The results showed that the wall load distribution was complicated due to the variation of the flow area and the superposition of the local profile characteristics, but there was a linear or approximately linear relationship between the load at the given position of the nozzle and the nozzle pressure ratio. The calculation method of nozzle load based on the nozzle load influence factor can obtain the nozzle load data under different height, Mach number and engine conditions. The calculation accuracy can inherit the load calculation precision of CFD, and the calculation efficiency was greatly improved with the increase of the load state to be calculated.
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图 1 复杂气动型面喷管几何特征
Figure 1. Geometric characteristics of complex aerodynamic profile nozzle
图 7 发动机不同状态喷管上纵线载荷分布（飞行高度为0 km、飞行马赫数为0）
Figure 7. Load distribution of upper center curve of nozzle in different states of engine （flight altitude of 0 km, flight Mach number of 0）
图 8 喷管上纵线典型点载荷随喷管落压比变化（飞行高度为0 km、飞行马赫数为0）
Figure 8. Load variation of typical point on the upper center curve of nozzle with nozzle pressure ratio （flight altitude of 0 km, flight Mach number of 0）
图 9 发动机不同状态喷管下纵线载荷分布（飞行高度为0 km、飞行马赫数为0）
Figure 9. Load distribution of lower center curve of nozzle in different states of engine （flight altitude of 0 km, flight Mach number of 0）
图 10 喷管下纵线典型点载荷随喷管落压比变化（飞行高度为0 km、飞行马赫数为0）
Figure 10. Load variation of typical point on the lower center curve of nozzle with nozzle pressure ratio （flight altitude of 0 km, flight Mach number of 0）
图 11 发动机不同状态喷管下纵线载荷曲线（飞行高度为11 km、飞行马赫数为0.78）
Figure 11. Load distribution of lower center curve of nozzle in different states of engine （flight altitude of 11 km, flight Mach number of 0.78）
图 12 喷管下纵线典型点载荷随喷管落压比变化（飞行高度为11 km、飞行马赫数为0.78）
Figure 12. Load variation of typical point on the lower center curve of nozzle with nozzle pressure ratio （flight altitude of 11 km, flight Mach number of 0.78）
图 13 基于不同NLI因子计算载荷与CFD结果对比（上纵线，H0M020MO）
Figure 13. Comparison of loads based on different NLIs and CFD results （upper center curve, H0M020MO）
图 14 基于不同NLI因子计算载荷与CFD结果对比（下纵线，H0M020MO）
Figure 14. Comparison of loads based on different NLIs and CFD results （lower center curve, H0M020MO）
图 15 基于不同NLI因子计算载荷与CFD结果对比（上纵线，H11M078MCR）
Figure 15. Comparison of loads based on different NLIs and CFD results （upper center curve, H11M078MCR）
图 16 基于不同NLI因子计算载荷与CFD结果对比（下纵线，H11M078MCR）
Figure 16. Comparison of loads based on different NLIs and CFD results （lower center curve, H11M078MCR）
图 17 不同超临界计算状态下马赫数分布云图对比
Figure 17. Comparison of Mach number contours for different supercritical computation states
图 18 基于不同NLI因子计算载荷与CFD结果对比（上纵线，H0M0MCN）
Figure 18. Comparison of loads based on different NLIs and CFD results （upper center curve, H0M0MCN）
图 19 基于不同NLI因子计算载荷与CFD结果对比（下纵线，H0M0MCN）
Figure 19. Comparison of loads based on different NLIs and CFD results （lower center curve, H0M0MCN）
图 20 不同亚临界计算状态下马赫数分布云图对比
Figure 20. Comparison of Mach number contours for different subcritical computation states
图 21 基于不同NLI因子载荷计算结果相对误差
Figure 21. Relative error of load results based on different NLI
图 22 NLI方法与CFD计算时长对比
Figure 22. Comparison of the calculation time between NLI and CFD method
表 1 计算状态
Table 1. Computational state
编号 飞行高度/km 飞行马赫数 ES NPR H0M0FI 0 0 FI 1.08 H0M0AI 0 0 AI 1.26 H0M0MCR 0 0 MCR 1.59 H0M0MCN 0 0 MCN 1.70 H0M0MO 0 0 MO 1.92 H0M020MO 0 0.20 MO 1.94 H11M078FI 11 0.78 FI 1.53 H11M078AI 11 0.78 AI 2.00 H11M078MCR 11 0.78 MCR 2.99 H11M078MCN 11 0.78 MCN 3.08 
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