某民用飞机辅助动力装置进气受地面尾风影响研究

张子松; 吕金华; 蓝天; 王晗; 张强

doi:10.13224/j.cnki.jasp.20250390

某民用飞机辅助动力装置进气受地面尾风影响研究

doi: 10.13224/j.cnki.jasp.20250390

中国商用飞机有限责任公司上海飞机设计研究院，上海 201210

详细信息

作者简介:
张子松（1996-），男，工程师，硕士，主要从事民用飞机APU进排气设计与验证研究。E-mail：zhangzisong1@comac.cc

中图分类号: V228
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出版历程
- 收稿日期: 2025-08-20
- 网络出版日期: 2025-12-24

Study of ground tailwind impact on a civil auxiliary power unit inlet

Shanghai Aircraft Design and Research Institute，Commercial Aircraft Corporation of China，Limited，Shanghai 201210，China

摘要

摘要:
针对某民用飞机辅助动力装置（APU），采用数值模拟方法研究了5节到45节地面尾风条件下，进气旋流畸变指数和进气总压恢复系数的变化规律，并在25节地面尾风条件下开展试验对进气旋流畸变指数和进气总压恢复系数的变化规律进行了对比验证，数值模拟与试验吻合较好。研究结果表明：在地面尾风条件下，进气旋流畸变指数绝对值与APU负载呈弱正相关，进气总压恢复系数与APU负载呈负相关，APU高负载工况可以表征全APU负载范围内的最严酷情况；地面尾风会加剧负向进气旋流畸变和进气总压损失，地面尾风风速越大，进气旋流畸变指数绝对值越大，进气总压恢复系数越小，但均存在较大裕度，地面尾风非APU进气的严酷工况。
- 适航 /
- 地面尾风 /
- 辅助动力装置 /
- 进气旋流畸变指数 /
- 进气总压恢复系数
Abstract:
Based on a civil auxiliary power unit (APU), numerical simulation was carried out to investigate the variations of inlet swirl distortion index and inlet total pressure recovery coefficient under ground tailwind conditions from 5 knot to 45 knot. On-aircraft test was also conducted under 25 knot ground tailwind condition for comparison and verification, which showed good mutual agreement. The investigation indicated that: under ground tailwind conditions, the absolute value of inlet swirl distortion index showed a weak positive correlation with APU load, while the inlet total pressure recovery coefficient showed a negative correlation with APU load, the high APU load operational conditions can represent the most severe conditions among entire APU load range; ground tailwind exacerbated inlet swirl distortion of negative direction and total pressure loss, higher ground tailwind velocity led to higher absolute value of inlet swirl distortion index and lower total pressure recovery coefficient; however, both parameters had sufficient margins, indicating that ground tailwind is not a severe condition for APU inlet.
- airworthiness /
- ground tailwind /
- auxiliary power unit /
- inlet swirl distortion index /
- inlet total pressure recovery coefficient

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图 1 APU进气系统机上位置

Figure 1. Location of APU inlet on aircraft

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图 2 AIP位置

Figure 2. Location of AIP

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图 3 网格数量与计算精度相关性验证

Figure 3. Correlation verification between mesh quantity and computational accuracy

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图 4 APU进气网格

Figure 4. Mesh of APU inlet

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图 5 AIP内探针分布示意图

Figure 5. Diagram of probe distribution at AIP

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图 6 进气旋流畸变示意图

Figure 6. Diagram of inlet swirl distortion

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图 7 无量纲进气旋流畸变指数随APU电负载变化曲线

Figure 7. Curve of dimensionless inlet swirl distortion index and APU electrical load

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图 8 无量纲进气旋流畸变指数随APU气负载变化曲线

Figure 8. Curve of dimensionless inlet swirl distortion index and APU pneumatic load

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图 9 APU高负载工况下无量纲进气旋流畸变指数随地面尾风风速变化曲线

Figure 9. Curve of dimensionless inlet swirl distortion index and ground tailwind velocity under high APU load condition

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图 10 APU高负载工况下AIP内马赫数分布

Figure 10. Mach number distribution at AIP under high APU load condition

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图 11 无量纲进气总压恢复系数随APU电负载变化曲线

Figure 11. Curve of dimensionless inlet total pressure recovery coefficient and APU electrical load

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图 12 无量纲进气总压恢复系数随APU气负载变化曲线

Figure 12. Curve of dimensionless inlet total pressure recovery coefficient and APU pneumatic load

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图 13 APU高负载工况下无量纲进气总压恢复系数随地面尾风风速变化曲线

Figure 13. Curve of dimensionless inlet total pressure recovery coefficient and ground tailwind velocity under high APU load condition

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图 14 AIP内传感器模型图

Figure 14. Model diagram of instrumentation at AIP

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图 15 AIP内传感器示意图

Figure 15. Diagram of instrumentation at AIP

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图 16 25 kt（46.3 km/h）地面尾风条件下无量纲进气旋流畸变指数计算值与试验值对比

Figure 16. Comparison between CFD result and test result of dimensionless inlet swirl distortion index under 25 kt （46.3 km/h） ground tailwind condition

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图 17 25 kt（46.3 km/h）地面尾风条件下无量纲进气总压恢复系数计算值与试验值对比

Figure 17. Comparison between CFD result and test result of dimensionless inlet total pressure coefficient under 25 kt （46.3 km/h） ground tailwind condition

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