Characteristic of 2-D supersonic inlet with auxiliary intake at low flight speed
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摘要: 通过飞行试验，研究了带辅助进气门的二元超声速进气道在亚声速低马赫数飞行时的内部流场分布及进气畸变等特点。结果表明，辅助进气流与进气道内主流掺混会在进气道内辅助进气门下游区域产生低总压区，引起畸变增加、总压恢复下降，并且进气量及引起的畸变随发动机转速的增大而增大，随马赫数的增加而减小，随飞行高度的变化则无显著差异；同时，侧滑角向左及向右增大时辅助进气产生的低压区范围以及进气畸变也会增大，而迎角变化时进气畸变及总压恢复变化不明显。另外，通过分析各试验点进气道出口低总压区的变化与流量系数的关联，确定了该型进气道辅助进气门打开及关闭状态对应的工作范围。Abstract: Through the flight test, the internal flow field distribution and the inlet distortion of the 2-D supersonic inlet with the auxiliary intake door at low speed are investigated. The results show that mixing of the auxiliary intake flow and the main flow in the inlet would produce a low total pressure area in the downstream area of the auxiliary intake door, causing the distortion to increase and the total pressure recovery to decrease. Besides, the auxiliary intake flow rate and the resulting distortion increase with the increase of the engine speed, decrease with the increase of the flight Mach number, and there is no significant difference when the flight altitude changes. Meanwhile, the range of the low total pressure area and the distortion produced by the auxiliary intake flow increase when the sideslip angle increases to the left and right, and there is no obvious difference when the attack angle changes. In addition, by analyzing the correlation between the change of the low total pressure area at the outlet section of the inlet and the flow coefficient of each test point, the operating range corresponding to the opening and closing status of the auxiliary intake door is determined.
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Key words:
- inlet /
- auxiliary intake door /
- flow coefficient /
- inlet distortion /
- flight test
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图 1 带辅助进气门的二元外压式超声速进气道
Figure 1. 2-D external-compression supersonic inlet with auxiliary intake door
图 2 进气道出口截面稳态及动态压力测点示意图(顺航向)
Figure 2. Sketch map of the steady and dynamic pressure measurement points on exit section of the inlet (rear view)
图 3 不同发动机转速下的进气道畸变指数及总压恢复系数
Figure 3. Inlet distortion index and total pressure recovery coefficient at different engine speed
图 4 不同发动机转速下的进气道出口总压系数云图
Figure 4. Total pressure coefficient contour of inlet exit at different engine speed
图 5 不同飞行Ma数下的进气畸变及总压恢复
Figure 5. Inlet distortion and total pressure recovery at different flight Mach numbers
图 6 不同飞行Ma数下的进气道总压系数云图
Figure 6. Inlet total pressure coefficient contour at different flight Mach numbers
图 7 不同侧滑角下的进气畸变及总压恢复
Figure 7. Inlet distortion and total pressure recovery at different sideslip angles
图 8 侧滑角不同时的进气道出口总压系数云图
Figure 8. Inlet exit total pressure coefficient contour at different sideslip angles
图 9 Hp=H2, 辅助进气门打开/关闭时的工作范围
Figure 9. Hp=H2, range of opening and closed status for auxiliary intake door
表 1 相同高度及马赫数下迎角不同时的相对畸变指数及总压恢复系数
Table 1. Relative distortion index and total pressures recovery coefficient at different attack angles with the same altitude and Mach number
Hp Ma n1cr α/(°) β/(°) Wr σr H3 0.35 101.2 8.8 0.9 0.78 0.03 102.6 13.4 -0.4 0.77 0 0.40 102.8 6.0 1.1 0.74 0.10 102.7 9.7 -0.1 0.76 0.09 0.60 101.1 1.7 0.7 0.41 0.51 101.5 5.1 0.1 0.39 0.50 H2 0.60 101.3 3.2 0.4 0.41 0.47 102.7 7.4 -0.3 0.43 0.45 H1 0.60 101.7 2.6 0.3 0.03 0.77 102.5 3.7 -0.2 0 0.75 
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