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Research Papers: Research Papers

Numerical Investigation on a New Concept of Shock Vector Control Nozzle

[+] Author and Article Information
Shi Jingwei

Shaanxi Key Laboratory of Internal
Aerodynamics in Aero-Engine,
School of Power and Energy,
Northwestern Polytechnical University,
Xi'an 710072, China
e-mail: shijw@nwpu.edu.cn

Wang Zhanxue

Shaanxi Key Laboratory of Internal
Aerodynamics in Aero-Engine,
School of Power and Energy,
Northwestern Polytechnical University,
Xi'an 710072, China
e-mail: wangzx@nwpu.edu.cn

Zhou Li

Shaanxi Key Laboratory of Internal
Aerodynamics in Aero-Engine,
School of Power and Energy,
Northwestern Polytechnical University,
Xi'an 710072, China
e-mail: zhouli@nwpu.edu.cn

Zhang Xiaobo

Shaanxi Key Laboratory of Internal
Aerodynamics in Aero-Engine,
School of Power and Energy,
Northwestern Polytechnical University,
Xi'an 710072, China
e-mail: zhangxb@nwpu.edu.cn

Manuscript received June 11, 2018; final manuscript received April 12, 2019; published online May 15, 2019. Assoc. Editor: Scott C. Morris.

J. Eng. Gas Turbines Power 141(9), 091004 (May 15, 2019) (16 pages) Paper No: GTP-18-1246; doi: 10.1115/1.4043611 History: Received June 11, 2018; Revised April 12, 2019

Shock vector control (SVC) based on transverse jet injection is one of the fluidic thrust vectoring (FTV) technologies, and is considered as a promising candidate for the future exhaust system working at high nozzle pressure ratio (NPR). However, the low vector efficiency (η) of the SVC nozzle remains an important problem. In the paper, a new method, named as the improved SVC, was proposed to improve the vector efficiency (η) of a SVC nozzle, which enhances the vector control of primary supersonic flow by adopting a bypass injection. It needs less secondary flow from high pressure component of an aero-engine and has smaller influence on the working character of an aero-engine. The flow mechanism of the improved SVC nozzle was investigated by solving three-dimensional Reynolds-averaged Navier--Stokes with shear stress transport (SST) κ–ω turbulence model. The shock waves, jets-primary flow interactions, flow separation, and vector performance were analyzed. The influences of aerodynamic and geometric parameters, namely, NPR, secondary pressure ratio (SPR), and bypass injection position (Xj.ad.) on flow characteristics and vector performance were investigated. Based on the design of experiment (DOE), the response surface methodology (RSM) and the simulation model of an aero-engine, a method to estimate the coupling performance of the improved SVC nozzle and an aero-engine was studied, and a new balance relationship between the improved SVC nozzle and an aero-engine was established. Results shows that (1) with the assistance of bypass injection, the jet penetration and the capability of vector control are largely improved, resulting in a vector efficiency (η) of 1.98 deg/%-ω at the designed NPRD = 13.88; (2) in a wide range of operating conditions, larger vector angle (δp), higher thrust coefficient (Cfg), and higher vector efficiency (η) of the improved SVC nozzle were obtained, (3) in the coupling process of the improved SVC nozzle and an aero-engine, a δp of 18.1 deg was achieved at corrected secondary flow ratio of 10% and corrected bypass ratio of 6.98%, and the change of the thrust and the specific fuel consumption (SFC) were within 12%, which is better than the coupling performance of a SVC nozzle and an aero-engine.

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Figures

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Fig. 1

The sketch map of working principle of the improved SVC nozzle

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Fig. 2

Turbulence model validation by comparing with experimental data

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Fig. 3

The local mesh distributions of different computational grids: (a) coarse grid, (b) medium grid, and (c) fine grid

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Fig. 4

The comparison of simulated results with experimental schlieren photography [19]

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Fig. 5

The schematic of the improved SVC nozzle

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Fig. 6

Computational grid: A—outer inlet, B—pressure far-field, C—outlet, D—symmetric plane, E—nozzle inlet, and F—secondary inlet

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Fig. 7

Ma number and streamlines distributions on the symmetric plane

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Fig. 8

Total pressure recovery coefficient distributions on the symmetric plane

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Fig. 9

Limited streamlines on internal walls of the improved SVC nozzle: (a) nozzle down wall, (b) nozzle up wall, and (c) nozzle side wall

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Fig. 10

Total pressure recovery coefficient distributions on the symmetric plane

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Fig. 11

Shock wave surfaces internal the improved SVC nozzle

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Fig. 12

Flow characteristics near injection slots with different Xj.ad, (NPR=13.88, SPR=1.0): (a) Xj.ad. = 0.69, (b) Xj.ad. = 0.74, (c) Xj.ad. = 0.84, (d) Xj.ad. = 0.89

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Fig. 13

The vector angles of the improved SVC nozzle at different conditions

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Fig. 14

Pressure distributions on nozzle up and down walls, with different Xj.ad, SPR and NPR: (a) NPR=13.88, SPR=1.0, (b) NPR=13.88, SPR=1.5, (c) NPR=6, SPR=1.0, and (d) NPR=6, SPR=1.5

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Fig. 15

The interactions between induced shock wave and separation shock wave, at different bypass injection positions (NPR=6, SPR=1.0)): (a) Xj.ad. = 0.69, (b) Xj.ad. = 0.74, (c) Xj.ad. = 0.84, and (d) Xj.ad. = 0.89

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Fig. 16

The vector efficiency of the improved SVC nozzle at different conditions

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Fig. 17

The thrust coefficient of the improved SVC nozzle at different conditions

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Fig. 18

The comparison on experimental date and simulation results of a turbojet

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Fig. 19

Models of the improved SVC nozzle coupled with an aero-engine: (a) Air extraction from fan exit to the improved SVC nozzle and (b) air extraction from first stage compressor to the improved SVC nozzle

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Fig. 20

Pressure ratio of fan and compressor V. S. bypass injection area ratio (As.ad/A8)

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Fig. 21

Vector angle and NPR V. S. bypass injection area ratio (As.ad/A8)

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Fig. 22

Thrust and SFC V. S. bypass injection area ratio (As.ad/A8)

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