飞行包线下燃油箱耗氧型催化惰化系统性能研究

彭孝天; 冯诗愚; 任童; 张瑞华; 潘俊; 王洋洋

doi:10.13700/j.bh.1001-5965.2020.0283

飞行包线下燃油箱耗氧型催化惰化系统性能研究

doi: 10.13700/j.bh.1001-5965.2020.0283

1.
南京航空航天大学航空学院飞行器环境控制与生命保障工业和信息化部重点实验室, 南京 210016
2.
中国航空工业集团南京机电液压工程研究中心航空机电系统综合航空科技重点实验室, 南京 211106

基金项目:

国家自然科学基金 U1933121

南京航空航天大学研究生拔尖创新人才培养“引航计划”跨学科创新基金 KXKCXJJ202004

江苏省研究生科研与实践创新计划 KYCX19_0198

江苏高校优势学科建设工程

详细信息

通讯作者:
冯诗愚, E-mail: shiyuf@nuaa.edu.cn

中图分类号: V37;V219
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- 被引次数: 0
出版历程
- 收稿日期: 2020-06-19
- 录用日期: 2020-08-14
- 网络出版日期: 2021-08-20

Performance of oxygen-consuming catalytic inerting system of fuel tank under flight envelope

1.
Key Laboratory of Aircraft Environmental Control and Life Support Industry and Information Technology, College of Aerospace Engineering, Nanjing University of Aeronautics and Astronautics, Nanjing 210016, China
2.
Aviation Key Laboratory of Science and Technology on Aero Electromechanical System Integration, Nanjing Engineering Institute of Aircraft Systems, Aviation Industry Corporation of China, Nanjing 211106, China

Funds:

National Natural Science Foundation of China U1933121

Interdisciplinary Innovation Fundation for Graduates, NUAA KXKCXJJ202004

Postgraduate Research & Practice Innovation Program of Jiangsu Province KYCX19_0198

Priority Academic Program Development of Jiangsu Higher Education Institutions

More Information

Corresponding author: FENG Shiyu, E-mail: shiyuf@nuaa.edu.cn

摘要

摘要:
为给新型耗氧催化惰化系统部件设计提供输入参数，在提出低温可控耗氧催化惰化系统流程基础上，以燃油箱出口抽吸流量为基准，基于质量守恒和能量守恒方程，建立了系统流程模型。以中央燃油箱为对象，仿真研究了全飞行包线下惰化系统的重要性能变化，以及关键参数对其影响。结果表明：惰化系统可以有效降低氧体积分数，如在初始满载、催化效率0.5、风机抽吸流量60 L/min条件下，24 min后氧体积分数即降至12%以下；在飞行过程中，燃油箱气相氧氧体积分数在下降及进场阶段上升，其他阶段均呈下降趋势；催化效率越高、风机抽吸流量越大，所需惰化时间越小，且催化效率一定时，达到相同惰化时间，初始空载时所需风机抽吸流量最大。应按最不利的空载工况来设计耗氧型催化惰化系统。
- 耗氧催化惰化 /
- 燃油箱 /
- 飞行包线 /
- 氧体积分数 /
- 可燃性
Abstract:
In order to provide input parameters for the design of new types of oxygen-consuming inerting system components, based on the proposed low-temperature controllable oxygen-consuming catalytic inerting system flow, the system mathematical model is established based on the mass conservation and energy conservation equations with the suction flow rate at the outlet of fuel tank as the benchmark. Taking the central fuel tank as the object, the important performance changes of the inerting system under the full flight envelope and the influence of key parameters on it are simulated. The results show that: inerting system can effectively reduce the oxygen volume fraction. For example, under the condition of initial full load, 0.5 catalytic efficiency and 60 L/min suction flow, the oxygen volume fraction will reach below 12% after 24 minutes. During the flight, the volume fraction of gas phase oxygen in the fuel tank rises during the declining and approaching phases, while it is decreasing in other phases. The higher the catalytic efficiency is and the larger the fan flow is, the shorter the inerting time is required. When the catalytic efficiency is fixed, the same inerting time is achieved, and the maximum fan suction flow is required when there is no fuel load. Therefore, the oxygen-consuming catalytic inert system should be designed according to the most unfavorable no fuel load working conditions.
- oxygen-consuming catalytic inerting /
- fuel tank /
- flight envelope /
- oxygen volume fraction /
- flammability

HTML全文

图 1 3CIS系统主要部件示意图

Figure 1. Schematic diagram of main components of 3CIS system

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图 2 飞行马赫数和不同初始载油情况下载油率随飞行时间的变化

Figure 2. Variation of Mach number and fuel load rate with flight time under different initial fuel load conditions

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图 3 气相空间氧体积分数随飞行时间的变化

Figure 3. Variation of oxygen volume fraction on ullage with flight time

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图 4 气相空间各气体组分体积分数随飞行时间的变化

Figure 4. Variation of volume fraction of each gas component on ullage with flight time

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图 5 燃油箱与外界交换氧气量随飞行时间的变化

Figure 5. Variation of exchange of oxygen between fuel tank and environment with flight time

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图 6 惰化时间随风机抽吸流量的变化

Figure 6. Relationship between inerting time and fan flow

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图 7 可燃性暴露时间与飞行时间比值随风机抽吸流量的变化

Figure 7. Variation of flammability exposure time to flight time ratio with fan flow

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图 8 惰化系统所需冷却热量

Figure 8. Cooling heat required for inerting system

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图 9 惰化系统析出液态水量

Figure 9. Liquid water removed from inerting system

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表 1 飞行包线信息

Table 1. Flight envelope information

状态	轮档时间/min	高度/m	轮档耗油/kg
滑出	7	0	189
起飞	2	0→457	630
爬升	29	457→12 000	4 992
巡航	755	12 000	67 987
下降	21	120 00→457	373
进场	6	457	240
滑入	5	0	135

下载: 导出CSV

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