Effect of maneuver loads on blade tip clearance in aeroengine
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摘要:
从飞机任务剖面和机动载荷包线出发，根据飞机运动状态，建立飞机机动载荷与发动机机动载荷的变换关系，实现了利用整机有限元模型对机动飞行时叶尖间隙的定量预测，进一步计算分析了发动机各级叶尖间隙变化量沿轴向和周向的分布特点，识别出了发动机的危险截面。研究结果表明：在典型机动飞行状态点，高压涡轮和低压涡轮叶尖位置处的间隙变化最明显，分别为0.22 mm与0.20 mm，仍远小于热载荷和离心载荷作用下的间隙变化。叶尖径向间隙变化与线加速度和陀螺力矩呈线性关系，与附加离心载荷呈二次函数关系；相较于对转双转子系统，陀螺力矩对同转双转子系统各级叶尖间隙的影响更小。
Abstract:Based on the aircraft mission profile and maneuver load envelope, a transformation correlation between aircraft maneuver loads and engine maneuver loads was proposed according to the aircraft motion states, enabling quantitative prediction of blade tip clearance during maneuver flight using a full-aircraft finite element model. The axial and circumferential distribution characteristics of tip clearance variations across different engine stages were calculated and analyzed, identifying critical engine sections. Results showed that under typical maneuver conditions, the most significant tip clearance variations occurred at the high-pressure turbine and low-pressure turbine, with changes of 0.22 mm and 0.20 mm, respectively. These variations were substantially smaller than those induced by thermal and centrifugal loads. The radial tip clearance change exhibited a linear relationship with linear acceleration and gyroscopic moment, demonstrating a quadratic relationship with additional centrifugal loads. Compared with counter-rotating dual-rotor systems, the influence of gyroscopic moments on the tip clearance of each stage in co-rotating dual-rotor systems was smaller.
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图 3 模拟实际安装状态约束条件
Figure 3. Simulation of constraint conditions for the actual installation state
图 10 各级叶尖间隙变化的轴向分布（起飞时）
Figure 10. Axial distribution of tip clearance variation （takeoff）
图 11 起飞时高低压涡轮叶尖间隙变化
Figure 11. Tip clearance variations in high-pressure and low-pressure turbines during takeoff
图 12 各级叶尖间隙变化的轴向分布（跃升时）
Figure 12. Axial distribution of tip clearance variation （climb）
图 13 跃升时高低压涡轮叶尖间隙变化
Figure 13. Tip clearance variations in high-pressure and low-pressure turbines during climbing
图 14 各级叶尖间隙变化的轴向分布（着陆时）
Figure 14. Axial distribution of tip clearance variation （landing）
图 15 着陆时高低压涡轮叶尖间隙变化
Figure 15. Tip clearance variations in high-pressure and low-pressure turbines during landing
图 17 转弯时发动机受到的陀螺力矩和公转离心载荷
Figure 17. Gyroscope moment and rotational centrifugal load on the engine during turning
图 18 不同惯性载荷对高压涡轮叶片间隙变化的影响
Figure 18. Influence of different inertial loads on the clearance of high pressure turbine blade
Fa 公转离心载荷 $ {{\boldsymbol{r}}}_{O{{i}^{\prime}}} $ $ O{i}^{\prime} $轴的单位向量 F 径向拉力 $ {{\boldsymbol{r}}}_{O{{{\textit{z}}}_{\mathrm{g}}}} $ $ O{{\textit{z}}}_{\mathrm{g}} $轴的单位向量 $ a $ 加速度 $ {\alpha }_{\mathrm{y}} $ 偏航角 $ {J}_{\mathrm{d}} $ 发动机转子的直径转动惯量 $ {\beta }_{\mathrm{p}} $ 俯仰角 $ J_{\mathrm{p}} $ 发动机转子的极转动惯量 $ \gamma_{\mathrm{r}} $ 滚转角 Mg 陀螺力矩 $ {\boldsymbol{\varepsilon}} $ 公转角加速度 M 惯性力矩 $ {\text{ω}} $ 发动机转子的自转角速度 $ m $ 发动机质量 $ {\boldsymbol{v}} $ 速度向量 Of 飞机坐标系原点 $ \boldsymbol {\varOmega } $ 公转角速度 Og 惯性坐标系原点 $ \boldsymbol {\varPi } $ 任意向量 O 发动机坐标系原点 $ \boldsymbol {\varGamma } $ 旋转向量 $ R $ 飞行半径 下标说明： $ {\boldsymbol{r}}_{O}^{\mathrm{g}} $ 发动机质心在惯性坐标系中的位置
矢量f 飞机坐标系 $ {{\boldsymbol{r}}}_{Oj''} $ $ O{j}{''} $轴的单位向量 g 惯性坐标系 
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表 1 战斗巡逻飞行任务的典型状态点
Table 1. Typical status points for combat mission
任务和飞行状态 时间/s 飞行马赫数 海拔/m 发动机状态 1-2暖机起飞 暖机 60 0 0 慢车 加速 10 0.1～0.2 0 最大 起飞 60 0.2 50 最大 2-3加速爬升 爬升 300 0.2～0.7 中间 亚声速巡航爬升 600 0.7 8000 中间 3～4 巡航 1200 0.8 9000 中间 4～5作战 盘旋 20 1.3 9000 最大 跃升 10 0.7 9000 最大 5～6 下降 900 0.7 2000 慢车 6～7 着陆 20 0.2 50 慢车
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表 2 典型状态点发动机运动参数（惯性坐标系下）
Table 2. Typical state point engine motion parameters （under inertial coordinate system）
典型状态编号 航段 飞行速度/（m/s） 发动机转速/（r/min） 过载 机动角速度Ωy/（rad/s） 飞行半径R/m nl nh ax/g az/g 3 起飞 68.6 10000 13000 2 3 −0.5 100 5 跃升 240.1 11000 13000 2 −0.3 500 6 着陆 68.6 7000 10000 −4 −5
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