本文選題：寬馬赫數(shù)運行 + 沖壓發(fā)動機��； 參考：《哈爾濱工業(yè)大學(xué)》2016年碩士論文

【摘要】：寬馬赫數(shù)運行是未來超燃沖壓發(fā)動機發(fā)展的必然需求。超燃沖壓發(fā)動機在低馬赫數(shù)下受到不起動邊界的限制,在飛行馬赫數(shù)較高時又受到燃燒室的材料的最大可承受溫度和氣體高溫解離的限制;在低馬赫數(shù)加速階段要求沖壓發(fā)動機具有足夠大的推力,在巡航階段需要提高發(fā)動機的經(jīng)濟性,因此研究如何使得沖壓發(fā)動機能夠在寬馬赫數(shù)范圍內(nèi)高效運行十分必要。針對超燃沖壓發(fā)動機寬馬赫數(shù)運行的需求,研究了寬馬赫數(shù)運行的沖壓發(fā)動機的熱力學(xué)循環(huán)適用邊界,對超燃沖壓發(fā)動機施加熱堵塞邊界和溫限邊界的約束,獲得了用進氣道的壓縮溫升比和燃燒室的加熱比所表征的超燃沖壓發(fā)動機的進氣道和燃燒室配合的最大工作邊界,而亞燃沖壓發(fā)動機僅受到溫度邊界的限制。在這兩種約束下超燃沖壓發(fā)動機具有最大的循環(huán)有效功,且存在于最大的運行邊界上:在馬赫數(shù)較低時,主要受到熱堵塞邊界的約束,此時超燃沖壓發(fā)動機的循環(huán)有效功較小,而進氣道壓縮至接近滯止狀態(tài)的亞燃沖壓發(fā)動機的性能較好些;隨著馬赫數(shù)的增加,超燃沖壓發(fā)動機同時受到兩種邊界的約束,馬赫數(shù)再增大時,發(fā)動機只受到溫限邊界的約束,此時由于溫限邊界的存在導(dǎo)致了發(fā)動機的最大循環(huán)有效功有限,為保證燃燒室安全運行,難以增加燃油當量比獲得更大的循環(huán)有效功,此時需要借助等靜溫加熱過程將壓縮和燃燒過程的溫升解耦。最佳的工作模式為低馬赫數(shù)時采用亞燃,馬赫數(shù)達到一定程度后,采用超燃,且超燃狀態(tài)下為進一步增大發(fā)動機的循環(huán)有效功和推力,需要借助等馬赫數(shù)和等靜溫等過程相配合。對采用支板-凹腔穩(wěn)燃的固定幾何沖壓發(fā)動機進行了實驗和仿真研究,發(fā)現(xiàn)飛行馬赫數(shù)和燃油分對沖壓發(fā)動機的運行邊界影響很大。支板位置越靠近隔離段入口,即燃燒的起始位置越靠前,沖壓發(fā)動機越容易出現(xiàn)不起動現(xiàn)象。來流馬赫數(shù)越低,越容易出現(xiàn)不起動現(xiàn)象,燃燒室所能容納的加熱量有限,燃油當量比較小,燃油應(yīng)當向燃燒室下游分配。對采用“等-擴-等”構(gòu)型的沖壓發(fā)動機進行了性能評估,建立了沖壓發(fā)動機的集總參數(shù)的性能評估模型,發(fā)現(xiàn)對于固定幾何的沖壓發(fā)動機,在設(shè)計點工作時,可在大的燃油當量比范圍內(nèi)工作,飛行馬赫數(shù)較小時,受約束于不起動邊界,沖壓發(fā)動機的最大燃油當量比隨著馬赫數(shù)的降低而減小。沖壓發(fā)動機的燃燒室的擴張比越大,燃燒室所能容納的熱量越多,沖壓發(fā)動機所能正常工作的范圍越大,但是相同的燃油當量比和馬赫數(shù)下,燃燒室的擴張比越小,沖壓發(fā)動機的性能越好。欲保證沖壓發(fā)動機能夠在寬馬赫數(shù)范圍內(nèi)高性能工作,要求沖壓發(fā)動機的擴張比可調(diào),沖壓發(fā)動機的擴張比時刻保持能夠正常工作的最小擴張比。對于寬馬赫數(shù)運行的沖壓發(fā)動機,等動壓飛行時,需要解決低馬赫數(shù)下的推力低谷以及保證在低馬赫數(shù)段加速過程具有足夠的有效推力和高馬赫數(shù)巡航時的經(jīng)濟性問題�？梢酝ㄟ^增大低馬赫數(shù)下隔離段以及燃燒室的面積的方式,來增大沖壓發(fā)動機的進氣道和尾噴管的通流能力,增大空氣流量以補足推力。為保證加速性能,需要提高沖壓發(fā)動機的燃燒效率并在加速過程中不斷減小沖壓發(fā)動機的燃燒室的擴張比,并增大尾噴管的膨脹比,保證發(fā)動機的推力最大。巡航階段需要根據(jù)飛行阻力調(diào)整逐漸減小燃油當量比和油氣比,在保證推力足夠的情況下,通過控制系統(tǒng)將燃油當量比和油氣比調(diào)整到所允許的最小值,增大飛行航程。設(shè)計了一個能夠在馬赫數(shù)2~7之間運行的變幾何沖壓發(fā)動機,加速過程中,燃燒室擴張比減小,尾噴管的膨脹比增大,能夠滿足寬馬赫數(shù)運行的要求。
[Abstract]:The wide Maher number operation is the inevitable development of the future scramjet. The scramjet is limited by the non starting boundary under the low Maher number, and is restricted by the maximum acceptable temperature of the combustor and the high temperature dissociation of the gas at the higher flight Maher number; the ramjet is required at the low Maher number acceleration stage. With enough thrust, it is necessary to improve the economy of the engine in the cruise phase, so it is necessary to study how to make the ramjet run efficiently in the wide Maher range. In view of the needs of the wide Maher number operation of the scramjet, the thermodynamic cycle applicable boundary of the ramjet with wide Maher number transport is studied. The maximum working boundary of the scramjet inlet and combustion chamber characterized by the compression temperature rise ratio of the inlet and the heating ratio of the combustor is obtained by applying the constraints on the boundary and temperature limit of the scramjet, which is characterized by the compression temperature rise ratio of the intake port and the heating ratio of the combustor, while the subcombustion ramjet is limited by the temperature boundary only. Under these two constraints, The combustible ramjet has the largest circulating effective work, and exists on the maximum operating boundary. At the lower Maher number, the heat blockage boundary is the main constraint. At this time, the circulating effective work of the scramjet is smaller, and the performance of the subcombustible ramjet which is compressed to the state of hysteresis is better; with the Maher number. At the same time, the scramjet is constrained by two kinds of boundary. When the Maher number is increased again, the engine is restricted by the limit of the temperature limit. At this time, the existence of the temperature limit leads to the maximum effective work of the engine. In order to ensure the safe operation of the combustion chamber, it is difficult to increase the efficiency of the fuel equivalent ratio. The temperature rise of compression and combustion process should be decoupled with the help of isostatic heating process. The best working mode is to use sub combustion for low Maher number. After the Maher number reaches a certain degree, the burning is used, and the engine's cycle effective work and thrust can be further increased under the condition of the super burning. It is necessary to cooperate with the other processes such as the Maher number and the isostatic temperature. The experimental and simulation study of a fixed geometric ramjet using a supporting plate and concave cavity is carried out. It is found that the flight Maher number and the fuel fraction have a great influence on the running boundary of the ramjet. The closer the position of the supporting plate is to the entrance of the isolation section, the more easy the starting position of the burning is, the more easy the starting is to appear. To flow Maher The lower the number, the less starting, the combustion chamber can hold a limited amount of heating, the fuel equivalent is smaller, the fuel should be allocated to the downstream of the combustor. The performance evaluation of the ramjet using "equal expansion" configuration is evaluated, the performance evaluation model of the lumped parameter of the ramjet is established, and the fixed geometry is found. The ramjet, when working at the design point, can work within a large fuel equivalent ratio range, the flight Maher number is smaller, the maximum fuel equivalent ratio of the ramjet decreases with the decrease of the Maher number. The greater the expansion ratio of the ramjet combustor, the more heat the combustor can hold, the more punching. The larger the range of the engine can work, the larger the fuel equivalent ratio and the Maher number, the smaller the expansion ratio of the combustor, the better the performance of the ramjet. To ensure the high performance of the ramjet in the wide range of Maher numbers, the expansion ratio of the ramjet is adjustable and the expansion ratio of the ramjet is kept at the moment. The minimum dilatation ratio that can work normally. For a ramjet running with a wide Maher number, equal dynamic pressure is needed to solve the low Maher number of thrust valleys and to ensure that the economy of sufficient effective thrust and high Maher number cruising in the low Maher number acceleration process can be solved by increasing the low Maher number of isolation segments by increasing the number of low Maher numbers. And the area of the combustor to increase the flow capacity of the inlet and tail nozzle of the ramjet and increase the air flow to make up the thrust. In order to ensure acceleration, the combustion efficiency of the ramjet is improved and the expansion ratio of the ramjet combustion chamber is continuously reduced and the expansion ratio of the tail nozzle is increased during the acceleration process. Ensure the maximum thrust of the engine. The cruise phase needs to gradually reduce the fuel equivalent ratio and the oil / gas ratio according to the flight resistance adjustment. When the thrust is sufficient, the fuel equivalent ratio and the oil and gas ratio are adjusted to the allowable minimum, and the flight range is increased. A change can be set up between the Maher number 2~7. During the acceleration process, the expansion ratio of the combustion chamber decreases, and the expansion ratio of the nozzle increases, which can meet the requirement of wide Maher number operation.
【學(xué)位授予單位】：哈爾濱工業(yè)大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2016
【分類號】：TK401

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