航空发动机失速喘振辅助判别方法研究
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摘要
目前,对脉动压力的监测主要以监测脉动压力幅值为主。发生失速、喘振现象时,脉动压力幅值一定会超过限制值。但有时由于测点安装位置、管腔效应等因素的影响,在发动机气动平稳状态下,脉动压力幅值也超过限制值。因此,脉动压力幅值超限不一定说明发动机发生了气动失稳。为了降低在试验中对失速、喘振的误报率,引入了紊流度值辅助判别的概念。
At present,detecting dynamic pressure amplitude is the most important part in detecting dynamic pressure. When stall or surge happens,dynamic pressure amplitude will exceed the limits. But,Sometimes because of the position of sensors or tube cavity effect,When the aero-engine works smoothly,the dynamic pressure amplitude will also exceed the limits. Accordingly,Exceeding the limits doesn,t always proof that aero-engine works with an unstable performance. In order to reduce the wrong judgment of stall or surge,this paper introduces the concept of turbulence intensity.
At present,detecting dynamic pressure amplitude is the most important part in detecting dynamic pressure. When stall or surge happens,dynamic pressure amplitude will exceed the limits. But,Sometimes because of the position of sensors or tube cavity effect,When the aero-engine works smoothly,the dynamic pressure amplitude will also exceed the limits. Accordingly,Exceeding the limits doesn,t always proof that aero-engine works with an unstable performance. In order to reduce the wrong judgment of stall or surge,this paper introduces the concept of turbulence intensity.
引文
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[4]董文瀚,孙秀霞,林岩,尹晖.航空发动机旋转失速和喘振的动态面控制[J].系统工程与电子技术,2013,35(7).
[2]孔卫东,李军,吕建伟.涡扇发动机进气总压畸变试验动态总压紊流度计算分析[J].燃气涡轮试验与研究,2004,17(3),31~34.
[3]江勇,张百灵,孔卫东.航空发动机插板式进气压力畸变紊流度分布[J].空军工程大学学报,2008,9(1),1~4.
[4]董文瀚,孙秀霞,林岩,尹晖.航空发动机旋转失速和喘振的动态面控制[J].系统工程与电子技术,2013,35(7).