A new stabilizer structure design method

Abstract

The application discloses a novel stabilizer structure design method, comprising: a design method for optimizing a stabilizer through multi-element simulation during CFD simulation. The stabilizer is designed through UG modeling, and during the CFD simulation, the layout, number, jet plane jet angle, jet height and jet plane width element of the stabilizer are adjusted to realize the optimization of the multi-element simulation of the stabilizer, and the problem that only the air flow and fuel flow conditions are considered for simulation in the prior art, and the multi-element simulation of the flame stabilizer cannot be realized for optimization is solved.

Description

Technical Field

[0001] This invention relates to a novel stabilizer structure design method, belonging to the field of aero-engine technology. Background Technology

[0002] The flame stabilizer in the afterburner plays an important role in stabilizing the ignition source in high-speed airflow, organizing stable combustion, and promoting flame propagation.

[0003] After the flame stabilizer is designed, it needs to be simulated. However, the simulation of existing combustion structure components only considers conditions such as air flow and fuel flow (see Chinese Patent Publication No. CN117494331A), which cannot realize multi-dimensional simulation of the flame stabilizer for optimization. Summary of the Invention

[0004] To address the aforementioned technical problems, this invention provides a novel stabilizer structure design method.

[0005] The present invention is achieved through the following technical solutions.

[0006] This invention provides a novel stabilizer structure design method, comprising:

[0007] A design method for optimizing stabilizers through multivariate simulation during CFD simulation.

[0008] The design method includes the following step: Knowing the physical blockage ratio of the stabilizer, the characteristic dimensions of the stabilizer, including the width, number, and radial height, can be preliminarily designed so that the blockage ratio of the stabilizer in the cross-section of the afterburner meets the requirements.

[0009] The design method further includes step two: based on the stabilizer's slot width, number, and radial height dimensions, design the stabilizer as a structure with a semi-circular front and a square rear.

[0010] The design method further includes step three: designing a boss at the tail edge of the stabilizer housing outlet, with a jet slit of width L on the boss; the radial surface of the boss is a jet plane, wherein the jet plane is symmetrically distributed about the stabilizer axis, and the jet plane forms an angle α with the mainstream flow direction.

[0011] The design method further includes step four: designing using UG modeling, followed by CFD simulation calculations to observe the size of the recirculation zone, the frequency of vortex shedding, fuel penetration, and stabilizer wall temperature under different inlet conditions and jet pressures. If the size of the recirculation zone, the frequency of vortex shedding, the fuel penetration, and the stabilizer wall temperature all meet the design requirements, the design is complete. If they do not meet the requirements, the stabilizer layout, number, jet angle, jet height, and jet width must be readjusted until the requirements are met.

[0012] The beneficial effects of this invention are as follows: the stabilizer is designed through UG modeling, and during CFD simulation, the layout, number, jet plane angle, jet height, and jet plane width of the stabilizer are adjusted to optimize the multi-dimensional simulation of the stabilizer. This solves the problem that the existing technology only considers the air flow and fuel flow conditions for simulation, and cannot achieve multi-dimensional simulation optimization of the flame stabilizer. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the structure of the present invention;

[0014] Figure 2 This is a cross-sectional view of the cross-section of the present invention;

[0015] Figure 3 This is a cross-sectional view of the present invention in its working state;

[0016] In the diagram: 1-Fuel supply device; 11-Fuel; 2-Stabilizer; 21-Protrusion; 22-Jet slot; 23-Jet plane; 24-Injected gas; 3-Main stream. Detailed Implementation

[0017] The technical solution of the present invention is further described below, but the scope of protection is not limited to what is described.

[0018] like Figures 1 to 3 As shown.

[0019] This application discloses a novel stabilizer structure design method, which includes the following steps:

[0020] Step 1: Given the physical blockage ratio of the stabilizer, the characteristic dimensions of stabilizer 2, including slot width, number, and radial height, can be preliminarily designed to ensure that the blockage ratio of the stabilizer in the cross-section of the afterburner meets the requirements.

[0021] Step 2: Based on the above-mentioned stabilizer 2 slot width, number, and radial height dimensions, stabilizer 2 is designed with a semi-circular frontal surface and a square rear end. This structure is similar to the turbine support plate structure and can be coupled with the turbine support as needed, which is an integrated afterburner scheme with the turbine rear frame. The frontal surface can be designed with a blade-shaped shape according to the inlet airflow angle.

[0022] Step 3: A boss 21 is designed at a certain distance (2mm~5mm) before the outlet tail edge of the stabilizer 2 housing as described above. A jet slit 22 with a width of L is opened on the boss 21. The characteristic design parameters of the boss 21 and the jet slit 22 are shown in the attached figure. Figure 2As shown. The radial surface of the boss 21 is the jet plane 23, which is symmetrically distributed about the axis of the stabilizer 2. This jet plane forms a certain angle α with the mainstream flow direction, and the angle α should be greater than or equal to 90°. The position of the jet plane 23 has a certain height H relative to the blunt body to ensure that the jet gas can further penetrate the mainstream 3. The width L of the jet slot 22 determines the jet flow rate under a certain jet pressure. The width L of the jet slot 22 or its distribution can be adjusted to adapt to the uneven distribution of the inlet flow and organize combustion.

[0023] Step 4: Based on the preliminary design above, design is carried out using UG modeling, followed by CFD simulation calculations to determine the jet plane 23 under different inlet conditions and jet pressures. The simulation results are observed for the size of the recirculation zone, the frequency of vortex shedding, fuel penetration, and the wall temperature of stabilizer 2. If the size of the recirculation zone, the frequency of vortex shedding, the fuel penetration, and the stabilizer wall temperature all meet the design requirements, the design is complete. If they do not meet the requirements, the layout, number, jet plane angle, jet height, and jet plane width of stabilizer 2 need to be readjusted until the requirements are met.

[0024] The stabilizer 2 in this application is designed through UG modeling. During CFD simulation, the layout, number, jet plane angle, jet height, and jet plane width of the stabilizer 2 are adjusted to optimize the multi-dimensional simulation of the stabilizer 2. This solves the problem that the existing technology only considers the air flow and fuel flow conditions for simulation and cannot achieve multi-dimensional simulation optimization of the flame stabilizer.

[0025] Based on the above design method, a novel stabilizer structure is obtained, comprising:

[0026] The stabilizer 2 has a semi-circular front and a square rear, and its interior is hollow to allow high-pressure air input. The protrusions 21 are symmetrically distributed on the stabilizer 2.

[0027] The stabilizer 2 has a radial boss 21 on the outer surface of its outlet trailing edge.

[0028] The boss 21 has a jet slit 22 with a width of L. The jet slit 22 has an angle α with the flow direction of the main flow 3. The jet slit 22 is inclined towards the windward side of the stabilizer 2 at an angle α, and the angle α is greater than or equal to 90°.

[0029] The surface of the boss 21 is an inclined jet plane 23, which is perpendicular to the jet slot 22.

[0030] An oil supply device 1 is installed on the windward surface of the stabilizer 2 at the front end of the boss 21. The oil supply devices 1 are symmetrically distributed on the windward surface of the stabilizer 2. The main flow 3 interacts with the jet gas 24 ejected from the jet slot 22 to form a low-speed recirculation zone b outside the stabilizer 2 at the oil supply device 1. The size of the recirculation zone can be adjusted by adjusting the jet pressure of the jet gas 24, achieving the advantage of adaptive adjustment of the recirculation zone according to the operating conditions. The jet gas 24 can be hydrogen or other combustible gas, without the need to draw gas from the main unit.

[0031] When the fuel supply device 1 sprays fuel 11 to the outside of the stabilizer 2, the swirling airflow in the return zone b causes the fuel 11 to penetrate and mix more thoroughly with the main stream 3, preventing the fuel 11 sprayed by the fuel supply device 1 from simply flowing close to the surface of the flame stabilizer 2 and mixing with air under the action of the main stream 3. At the same time, the injected gas 24 is an airflow introduced by the bypass duct or compressor, and its lower temperature can help reduce the wall temperature of the stabilizer 2 housing to a certain extent when it is sprayed out from the jet plane 23. After the main stream 3 and the fuel 11 flow past the boss 21, a return zone a is formed at the square tail of the stabilizer 2. Fuel penetration can also be achieved by injecting fuel into the stabilizer 2 cavity, where the fuel mixes with the high-pressure air in the stabilizer cavity to form an oil-gas mixture, which is then sprayed out from the jet slit 22, which can also play an auxiliary role in penetration. The blockage ratio of this type of flame stabilizer does not exceed 0.15.

[0032] The width L of the jet slit 22 is 2mm to 4mm; the width D of the stabilizer 2 is 10mm to 35mm; and the thickness H of the boss 21 is not less than 1mm.

Claims

1. A novel stabilizer structure design method, characterized in that, include: The stabilizer (2) is designed by optimizing the design through multivariate simulation during CFD simulation; The design method includes, step one: given the physical blockage ratio of the stabilizer, the characteristic dimensions of the stabilizer (2), including the width, number, and radial height of the slots, can be preliminarily designed so that the blockage ratio of the stabilizer in the cross-section of the afterburner meets the requirements; The design method further includes step two: based on the groove width, number, and radial height of the stabilizer (2), the stabilizer (2) is designed as a structure with a semi-circular front and a square rear. It also includes step three: designing a boss (21) on the tail edge of the outlet of the stabilizer (2) housing, and opening a jet slit (22) with a width of L on the boss (21); the radial surface of the boss (21) is a jet plane (23), wherein the jet plane (23) is symmetrically distributed about the axis of the stabilizer (2), and the jet plane (23) is at an angle α with the mainstream flow direction; It also includes step four: design through UG modeling, and then perform CFD simulation calculations for different inlet working conditions. Under different jet pressures, the jet plane (23) is observed to determine the size of the backflow zone, the frequency of vortex shedding, the fuel penetration, and the wall temperature of the stabilizer (2). If the size of the backflow zone, the frequency of vortex shedding, the fuel penetration, and the wall temperature of the stabilizer all meet the design requirements, the design is complete. If the requirements are not met, the parameters of the stabilizer (2) layout, number, jet plane jet angle, jet height, and jet plane width need to be readjusted until the requirements are met.

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