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衝撃波の非定常特性と圧縮機の失速限界

冲击波的非定常特性和压气机失速极限

基本信息

批准号：
08650210
负责人：
速水洋
金额：
$ 1.41万
依托单位：
Kyushu University
依托单位国家：
日本
项目类别：
Grant-in-Aid for Scientific Research (C)
财政年份：
1996
资助国家：
日本
起止时间：
1996 至无数据
项目状态：
已结题

项目摘要

ターボ圧縮機の圧力比が単段で4を超えると,羽根車への相対流入流れあるいはディフューザへの流入流れが超音速となる。したがって,衝撃波の発生は避けられない。本研究では,全圧比7の遷音速遠心圧縮機の羽根車出入口および小弦節比円形翼列ディフューザ翼間に加えて圧縮機の出入口の計11点における圧力変動を高周波数応答性圧力センサを用いて計測した。失速やサージングの低周波数情報に加えて,翼通過周波数さらに衝撃波の移動などの高周波領域の非定常情報を的確に把握するとともに,衝撃波の空間構造およびその非定常性,ならびにディフューザ失速あるいはサージングとの関係を明らかにし,失速・サージングの抑制法や小弦節比円形翼列ディフューザ設計の基礎資料を提供しようとするものである。得られた主な知見は以下の通りである。(1)サージングは失速と非失速状態を繰り返す。(2)非失速状態における羽根車の出入口圧力比ならびに出口圧力変動は,定常特性のそれらとよく一致しており,プレナムタンク圧力は非定常特性の基準圧力として適当でない。(3)失速区間でも円形翼列と羽根車との翼列干渉は強く,羽根車出口において翼通過周期の大振幅圧力変動がある。(4)サージ突入の判断には翼列前方羽根なし部での低周波数変動強さが有効である。(5)失速区間の直前にはインヂュ-サ旋回失速、次いで全周失速が生じる。(6)パソコンをベースとする10点(圧力9点とギャップセンサ1点)同時計測可能な高速多チャンネルデータ集録システムを構築した。

The force ratio of the machine is over 4 times higher than that of the normal range, and the root of the engine is in the middle of the inflow. I don't know, I don't know, I don't know. In this study, the overall performance of the sonic centerline engine is higher than that of the seven-inch sonic center. in this study, the overall performance of the sonic centroid engine is larger than that of the root engine entrance and exit of the sonic center. in this study, the overall performance of the sonic centerline is larger than that of the sonic center. in this study, the full range of sonic centerline is larger than that of the root engine, the small chord is smaller than that of the shaped wing, and 11:00 is measured at 11:00. The low-cycle wave number of the stall signal increases the signal, and the wing uses the wave number of the wave number to move the high-cycle wave in the field of high-cycle wave to make sure that the wave is unsteady, the wave is not stable in space, and the stall signal is not stable. Stall failure suppression method small chord is more important than the design of the base data of the airfoil array. Please tell me that you have to know the following information. (1) the stall is not a stall condition and the stall condition is not a return. (2) the force of the entrance and exit of the non-stall engine is higher than that of the exit, the steady characteristic is the same, the unsteady characteristic is the unsteady characteristic, the base force is the best. (3) in the stall zone, the dry strength of the root-shaped wing train is strong, and the outlet wing of the base-shaped wing moves through a periodic large amplitude force train. (4) to judge the dynamic strength of the low cycle wave number in front of the wing row. (5) in the stall zone, the cycle stall and all-cycle stall in front of the stall zone and the whole cycle stall of the secondary cycle will lead to the birth of the engine. (6) at the same time, it is possible to increase the speed and speed at 10:00 (9: 00, 9: 00 and 1: 00).