超声速民机发动机短舱布局对声爆的影响

肖天航; 徐雅楠; 朱震浩; 邓双厚

doi:10.13700/j.bh.1001-5965.2021.0687

超声速民机发动机短舱布局对声爆的影响

doi: 10.13700/j.bh.1001-5965.2021.0687

南京航空航天大学航空学院，南京 210016

基金项目: 航天进入减速与着陆技术实验室开放基金 (EDL19092111)；国家自然科学基金(11672133)；陕西省自然科学基础研究计划(2021JQ-078)

详细信息

通讯作者:
Email：xthang@nuaa.edu.cn

中图分类号: V221⁺.3；TB553
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出版历程
- 收稿日期: 2021-11-16
- 录用日期: 2022-04-10
- 网络出版日期: 2022-04-21
- 整期出版日期: 2023-10-01

Effect of engine nacelle layout on sonic boom of supersonic transport

College of Aerospace Engineering，Nanjing University of Aeronautics and Astronautics，Nanjing 210016，China

Funds: Opening Foundation of EDL Laboratory (EDL19092111); National Natural Science Foundation of China (11672133); Natural Science Basic Research Programof Shaanxi (2021JQ-078)

More Information

Corresponding author: Email：xthang@nuaa.edu.cn

摘要

摘要:
超声速民机较高的飞行速度导致发动机短舱与机翼机身存在强烈的气动干扰，且高速喷流会改变主流的激波系结构，进而影响声爆强度。以超声速民机为研究对象，对不同短舱布局开展数值模拟研究，揭示发动机短舱位置、数量对近场过压信号特性的影响规律。数值模拟运用有限体积法在直角网格上求解流体控制方程进行，通过伴随自适应网格加密生成高分辨率网格以精确捕捉近场过压信号。结果表明：发动机进气道唇口激波、尾喷口后缘激波及尾喷流与机体机翼引起的激波系存在强烈的相互干扰，一定程度上增加了近场过压幅值，从而增强了声爆强度。短舱沿弦向前移及置于机翼上方可以有效降低声爆强度，沿展向外移通过抑制尾部各激波的合并也可有效降低声爆强度；在相同总推力前提下，相比三发构型，双发构型能有效降低后体激波强度，但较大尺寸的短舱引起较强的进气道唇口激波。综合考虑喷流噪声和气动阻力因素，翼下双发布局对于新一代超声速民机并非最佳选项。
- 超声速民机 /
- 短舱布局 /
- 声爆 /
- 网格自适应 /
- 笛卡儿网格
Abstract:
The strong aerodynamic interaction between the nacelles and the wing-body at supersonic speed, and the effect of the exhaust plume on the mainstream shock wave structure could have a great influence on the sonic boom loudness. This paper carries out a numerical investigation on the effect of nacelle layout on thesonic boom for a supersonic transport configuration where the supersonic flows and near field pressure signatures are computed by using a finite volume solver and an adjoint-based Cartesian adaptive mesh refinement method. Various relative positions of nacelles with respect to the wing andthe different number of nacelles are considered. Results indicate that the shock and expansion waves caused by the wing-body combination are significantly interfered with by the lip shock at the inlet, the nozzle trailing edge shock, and the expansion and aft shock of the nozzle plume. This increases the amplitude of the pressure signatures and subsequently increases the sonic boom loudness.Compared with the baseline, the ground loudness can be effectively suppressed by moving the nacelles forward along the chord, outward along the span-wise, and mounting above the wing. Under the same overall force and with the same number of engines and nacelles, the configuration with twin nacelles can reduce the aft shock, but the larger nacelle results in a stronger lip shock at the intake, increasing the loudness of the sonic boom. Thus, considering the engine noise and aerodynamic drag, it is not recommended to deploy twin nacelles for next-generation supersonic transport.
- supersonic transport /
- nacelle layout /
- sonic boom /
- adaptive mesh /
- Cartesian mesh

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图 1 LM1021基础构型及不同发动机短舱布局示意图

Figure 1. Baseline of LM1021 with powered nacelles and configurations with various nacelle layouts

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图 2 初始网格与边界条件

Figure 2. Initial mesh and boundary conditions

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图 3 直角网格伴随自适应技术流程

Figure 3. Flow chart for adjoint-based adaptive Cartesian mesh refinement

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图 4 LM1021模型计算结果

Figure 4. Computational results for LM1021 model

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图 5 Biconvex几何外形及伴随自适应得到的最终网格

Figure 5. Biconvex geometry and its adaptively refined mesh by adjoint method

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图 6 Biconvex模型计算结果

Figure 6. Calculation results of biconvex model

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图 7 有无尾喷流构型近场过压值与马赫数云图

Figure 7. Near-field over pressure and Mach number contours of configurations without and with powered nacelles

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图 8 有无尾喷流构型在H/L=3.1处过压信号对比

Figure 8. Comparison of pressure signatures at H/L=3.1 between configurations without and with powered nacelles

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图 9 改变短舱弦向位置的D3−Δx与D3+Δx构型近场过压值与马赫数云图

Figure 9. Near-field over pressure and Mach number contours of D3−Δx and D3+Δx configurations with different chordal nacelle layouts

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图 10 D3−Δx与D3+Δx构型在H/L=3.1处的过压信号对比

Figure 10. Comparison of pressure signatures at H/L=3.1 between D3−Δx and D3+Δx configurations

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图 11 改变短舱展向位置的D3−0.5Δy、D3+Δy与D3+2Δy构型近场过压值与马赫数云图

Figure 11. Near-field over pressure and Mach number contours of D3−0.5Δy, D3+Δy and D3+2Δy configurations with different spanwise nacelle layouts

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图 12 D3−0.5Δy、D3+Δy与D3+2Δy构型在H/L=3.1处的过压信号对比

Figure 12. Comparison of pressure signatures at H/L=3.1 between D3−0.5Δy, D3+Δy and D3+2Δy configurations

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图 13 翼上式布局U3构型近场过压值与马赫数云图

Figure 13. Near-field over pressure and Mach number contours of U3 configuration with nacelles mounted on upper wing surface

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图 14 翼上式布局U3构型在H/L=3.1处的过压信号

Figure 14. Pressure signatures at H/L=3.1 of U3 configuration with nacelles mounted on upper wing surface

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图 15 双发布局D2构型近场过压值与马赫数云图

Figure 15. Near-field over pressure and Mach number contours of D2 configuration with two nacelles

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图 16 双发布局D2构型在H/L=3.1处的过压信号

Figure 16. Pressure signatures at H/L=3.1 of D2 configuration with two nacelles

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表 1 不同构型短舱相对基础构型的偏移量

Table 1. Offsets of nacelles from baseline configuration

构型	展向偏移量/d	轴向偏移量/d	纵向偏移量/d
基础构型	0	0	0
D3−Δx	0	−0.7	0
D3+Δx	0	0.7	0
D3−0.5Δy	−0.5	0.12	0
D3+Δy	1	0.5	0
D3+2Δy	2	1	0
U3	0	0	1.54
D2	0	0	0
注：偏移量均为以喷管直径d为基准的相对量。编号含义如下：轴向从机头到机尾方向为正，展向从翼根到翼梢方向为正，采用右手坐标系。D (down)表示短舱置于机翼下方，U (up) 表示短舱置于机翼上方；3或2表示发动机数量；Δx/Δy表示短舱沿弦向/展向移动，其中，Δy等于一个喷管直径；+/−表示发动机沿对应坐标轴正/负向移动。

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表 2 自由来流条件及发动机动力参数

Table 2. Conditions of freestream and propulsion system parameters

参数	数值
来流马赫数	1.6
来流静温/K	211.96
发动机风扇入口静压比	3.2606
发动机风扇入口密度比	14.54
发动机风扇入口马赫数	0.6093
雷诺数	8.1×10⁶
来流静压/Pa	25894.936
发动机尾喷口落压比	14.54
发动机尾喷口总温比	7.8722
发动机尾喷口马赫数	0.6620

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