Pub Date : 2022-08-22DOI: 10.32620/aktt.2022.4sup2.01
Sergey Filipkovsky, Larisa Filipkovskaja
The object of this study is a rocket with a solid propellant engine launched from a vehicle launcher. The current work studies the oscillations of a rocket airframe in flight under the influence of impulses of the steering motors and the effectiveness of flight control along the trajectory by the steering motors located in the head of the solid rocket. Analytical and numerical methods for determining the frequencies of free vibrations of a rigid body and analytical methods for integrating differential equations of motion are applied. A mathematical model of rocket flexural oscillations has been constructed. Methods for determining the modes and frequencies of natural oscillations have been analyzed. Three lower frequencies and modes of natural oscillations of the rocket were calculated. The discrepancy between the results of the calculation by the computer program and the analytical calculation of the first approximation is 3%. The calculation of oscillations of a rocket with a caliber of 30 mm and a length of 7655 mm showed that torsional and longitudinal oscillations have relatively high frequencies and have little effect on the stability and controllability of the rocket flight. The vibrations of the rocket airframe, which has a gas-dynamic flight control system with the help of rudders and a gas-jet one with the help of steering engines, are studied. Steering motors are small-sized disposable solid propellant motors, which are located in five rows around the perimeter of the rocket airframe at the head. Methods for calculating the forced oscillations of a rocket during the operation of steering engines have been developed. Under the action of the control pulse, transverse oscillations of the rocket airframe y are excited and simultaneously, the rocket rotates as a solid body around the center of mass. Airframe oscillations quickly decay, and rotation changes the pitch or slip angle. To stop the rotation and leave some required angle of inclination or azimuth of the trajectory, a second impulse of force must be given by the steering motor mounted on the opposite side of the hull. The dependence of the change in pitch and slip angles on the duration of time intervals between control pulses was studied. The analysis of the dependence obtained shows that, although the weight of the fuel charge is approximately half the weight of the rocket, the controllability by the steering engines is equally effective at any fuel consumption.
{"title":"Вплив імпульсних рульових двигунів на динаміку твердопаливної ракети","authors":"Sergey Filipkovsky, Larisa Filipkovskaja","doi":"10.32620/aktt.2022.4sup2.01","DOIUrl":"https://doi.org/10.32620/aktt.2022.4sup2.01","url":null,"abstract":"The object of this study is a rocket with a solid propellant engine launched from a vehicle launcher. The current work studies the oscillations of a rocket airframe in flight under the influence of impulses of the steering motors and the effectiveness of flight control along the trajectory by the steering motors located in the head of the solid rocket. Analytical and numerical methods for determining the frequencies of free vibrations of a rigid body and analytical methods for integrating differential equations of motion are applied. A mathematical model of rocket flexural oscillations has been constructed. Methods for determining the modes and frequencies of natural oscillations have been analyzed. Three lower frequencies and modes of natural oscillations of the rocket were calculated. The discrepancy between the results of the calculation by the computer program and the analytical calculation of the first approximation is 3%. The calculation of oscillations of a rocket with a caliber of 30 mm and a length of 7655 mm showed that torsional and longitudinal oscillations have relatively high frequencies and have little effect on the stability and controllability of the rocket flight. The vibrations of the rocket airframe, which has a gas-dynamic flight control system with the help of rudders and a gas-jet one with the help of steering engines, are studied. Steering motors are small-sized disposable solid propellant motors, which are located in five rows around the perimeter of the rocket airframe at the head. Methods for calculating the forced oscillations of a rocket during the operation of steering engines have been developed. Under the action of the control pulse, transverse oscillations of the rocket airframe y are excited and simultaneously, the rocket rotates as a solid body around the center of mass. Airframe oscillations quickly decay, and rotation changes the pitch or slip angle. To stop the rotation and leave some required angle of inclination or azimuth of the trajectory, a second impulse of force must be given by the steering motor mounted on the opposite side of the hull. The dependence of the change in pitch and slip angles on the duration of time intervals between control pulses was studied. The analysis of the dependence obtained shows that, although the weight of the fuel charge is approximately half the weight of the rocket, the controllability by the steering engines is equally effective at any fuel consumption.","PeriodicalId":418062,"journal":{"name":"Aerospace technic and technology","volume":"34 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-08-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117048805","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-08-22DOI: 10.32620/aktt.2022.4sup2.07
Yevhen Nemanezhyn, G. Lvov, Yuriy Torba
The subject of this article is the phenomenon of material destruction during creep, as one of the most dangerous and damaging effects on turbine blades in the conditions of their operation. Considering the strength of the turbine blades of aircraft engines and power plants, note that the mechanism of cracks in the creep process is largely due to the peculiarities of the crystal structures of the blades and the properties of these structures. At this stage of development of world technologies, turbine blades are made by single crystal casting and directional solidification. These types of crystal structures are characterized by the anisotropy of their properties. The reason for the anisotropy of crystals is that the ordered arrangement of atoms, molecules, or ions in the interaction between them and the interatomic distances (as well as some unrelated direct relations, such as polarization or electrical conductivity) differ in different directions. The article pays special attention to the consideration of the creep model of an anisotropic alloy with a monocrystalline structure. The natural way to determine the material parameters of the theoretical material model is to conduct the required number of basic experiments. Numerical modeling using the known creep properties of single crystals is an alternative possibility to determine the parameters of the material. The algorithm described in this article allows us to determine all the average creep properties of a single crystal. The parameters of the described ratios can be obtained either because of direct experiments, or on the basis of micromechanical analysis, as in the case of composite materials. This article considers an example of obtaining some characteristics of the single-crystal alloy ZhS-32 because of the approximation of its creep curves, obtained experimentally. Based on Norton-Bailey's law and using the modern calculation system Maple Release 2021.0, the minimum creep deformation rate and creep constants are determined, and a graph of the creep deformation rate dependence on the material load level is plotted.
{"title":"Методика визначення характеристик сталої повзучості монокристалічного сплаву","authors":"Yevhen Nemanezhyn, G. Lvov, Yuriy Torba","doi":"10.32620/aktt.2022.4sup2.07","DOIUrl":"https://doi.org/10.32620/aktt.2022.4sup2.07","url":null,"abstract":"The subject of this article is the phenomenon of material destruction during creep, as one of the most dangerous and damaging effects on turbine blades in the conditions of their operation. Considering the strength of the turbine blades of aircraft engines and power plants, note that the mechanism of cracks in the creep process is largely due to the peculiarities of the crystal structures of the blades and the properties of these structures. At this stage of development of world technologies, turbine blades are made by single crystal casting and directional solidification. These types of crystal structures are characterized by the anisotropy of their properties. The reason for the anisotropy of crystals is that the ordered arrangement of atoms, molecules, or ions in the interaction between them and the interatomic distances (as well as some unrelated direct relations, such as polarization or electrical conductivity) differ in different directions. The article pays special attention to the consideration of the creep model of an anisotropic alloy with a monocrystalline structure. The natural way to determine the material parameters of the theoretical material model is to conduct the required number of basic experiments. Numerical modeling using the known creep properties of single crystals is an alternative possibility to determine the parameters of the material. The algorithm described in this article allows us to determine all the average creep properties of a single crystal. The parameters of the described ratios can be obtained either because of direct experiments, or on the basis of micromechanical analysis, as in the case of composite materials. This article considers an example of obtaining some characteristics of the single-crystal alloy ZhS-32 because of the approximation of its creep curves, obtained experimentally. Based on Norton-Bailey's law and using the modern calculation system Maple Release 2021.0, the minimum creep deformation rate and creep constants are determined, and a graph of the creep deformation rate dependence on the material load level is plotted.","PeriodicalId":418062,"journal":{"name":"Aerospace technic and technology","volume":"35 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-08-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129421657","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-08-22DOI: 10.32620/aktt.2022.4sup2.12
Vadym Nerubasskyi, Denys Lavreniuk
The introductory part of the article provides information that Element JSC is one of the leading enterprises in Ukraine in the scientific and technical direction "Electronic systems for measuring, parameters monitoring and controlling aircraft engines". Because of cooperation with Ivchenko-Progress SE and Motor Sich JSC, Element JSC has manufactured more than 250 EEC units of the RDC-450M family for various modifications of the AI-450 Turboshaft/Turboprop engines. The software of these EEC units is certified according to the DO-178B/ED-12B. The software of subsequent EEC units under development is planned to be certified according to the state-of-the-art DO-178C/ED-12С guideline, and development tools qualified according to the DO-330/ED-215 guideline will also be used in development. This article is devoted to the issues of selection and qualification of such tools. A review and brief analysis of modern commercial software development tools for embedded systems, including those applied to the STM32 family microcontrollers, which are widely used in the JSC Element products, is given. The qualification of the user required for operating these development tools is indicated. Information is given on software verification tools, features of the interpretation of the “verification” term in DO-178C/ED-12C. As an example, the SPI tool is given, which has been successfully used for many years at Element JSC for the functional development of EEC units. The process of determining the level of qualification of instruments using three special criteria is described, an algorithm for qualification is given, and examples from the practice of Element JSC are given. Information is given on recently appearing commercial DO-178 support packages for embedded software developers in the qualification of tools, an algorithm of operation is given, shortcomings and possible problems are assessed. Finally, it is concluded that the process of selecting and further qualification of tools has a serious impact on labor costs in the certification of software for embedded systems for aviation applications.
文章的引言部分提供了信息，Element JSC是乌克兰在“测量，参数监测和控制飞机发动机的电子系统”科学和技术方向上的领先企业之一。由于与Ivchenko-Progress SE和Motor Sich JSC的合作，Element JSC已经为AI-450涡轴/涡桨发动机的各种修改生产了250多个RDC-450M系列EEC单元。这些EEC单元的软件根据DO-178B/ED-12B认证。正在开发的后续EEC单元的软件计划根据最先进的DO-178C/ED-12С指南进行认证，并且根据DO-330/ED-215指南进行认证的开发工具也将用于开发。本文专门讨论这些工具的选择和资格问题。本文综述并简要分析了现代商用嵌入式系统软件开发工具，包括应用于JSC Element产品中广泛使用的STM32系列微控制器的软件开发工具。说明了操作这些开发工具所需的用户资格。给出了软件验证工具的信息，DO-178C/ED-12C中“验证”一词的解释特点。作为一个例子，给出了SPI工具，该工具已成功地在Element JSC用于EEC单元的功能开发多年。介绍了用三种特殊标准确定仪器合格等级的过程，给出了一种鉴定算法，并给出了Element JSC的实践实例。介绍了最近出现的嵌入式软件开发人员商用DO-178支持包在工具鉴定方面的情况，给出了一种操作算法，并对其不足和可能存在的问题进行了评估。最后得出结论，在航空应用嵌入式系统软件认证中，工具的选择和进一步鉴定过程对人工成本有严重影响。
{"title":"Питання вибору і кваліфікації засобів розробки програмного забезпечення для електронних систем автоматичного керування авіаційних двигунів","authors":"Vadym Nerubasskyi, Denys Lavreniuk","doi":"10.32620/aktt.2022.4sup2.12","DOIUrl":"https://doi.org/10.32620/aktt.2022.4sup2.12","url":null,"abstract":"The introductory part of the article provides information that Element JSC is one of the leading enterprises in Ukraine in the scientific and technical direction \"Electronic systems for measuring, parameters monitoring and controlling aircraft engines\". Because of cooperation with Ivchenko-Progress SE and Motor Sich JSC, Element JSC has manufactured more than 250 EEC units of the RDC-450M family for various modifications of the AI-450 Turboshaft/Turboprop engines. The software of these EEC units is certified according to the DO-178B/ED-12B. The software of subsequent EEC units under development is planned to be certified according to the state-of-the-art DO-178C/ED-12С guideline, and development tools qualified according to the DO-330/ED-215 guideline will also be used in development. This article is devoted to the issues of selection and qualification of such tools. A review and brief analysis of modern commercial software development tools for embedded systems, including those applied to the STM32 family microcontrollers, which are widely used in the JSC Element products, is given. The qualification of the user required for operating these development tools is indicated. Information is given on software verification tools, features of the interpretation of the “verification” term in DO-178C/ED-12C. As an example, the SPI tool is given, which has been successfully used for many years at Element JSC for the functional development of EEC units. The process of determining the level of qualification of instruments using three special criteria is described, an algorithm for qualification is given, and examples from the practice of Element JSC are given. Information is given on recently appearing commercial DO-178 support packages for embedded software developers in the qualification of tools, an algorithm of operation is given, shortcomings and possible problems are assessed. Finally, it is concluded that the process of selecting and further qualification of tools has a serious impact on labor costs in the certification of software for embedded systems for aviation applications.","PeriodicalId":418062,"journal":{"name":"Aerospace technic and technology","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-08-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130702451","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-08-22DOI: 10.32620/aktt.2022.4sup2.06
Yuriy Husyev, Anatoliy Hol'tsov, Serhiy Kryhin
The development of gas turbine engines (GTE), for various purposes, is inextricably linked with an increase in their main characteristics. Simultaneously, the parameters of the working fluid increase, in particular, the temperature of the gas flow and the intensity of loads on structural elements with an increasing frequency of rotation of the rotors. The strength reliability of highly heated GTE elements is a factor that determines the life of the engine as a whole. The most common cases of damage to GTE elements are caused by static stresses, and mainly relate to the blade apparatus, compressor and gas turbine housings, combustion chambers and rotor elements operating in the temperature range of 200–750 °C. Errors in measuring static deformations of parts are usually associated with insufficient compensation for the temperature increment of resistance by the sensitive element (SE) of the strain gauge and with the occurrence of shunt currents between the SE and the body of the part through a binder insulator. The change in the electrical resistance of the strain gauge SE is perceived by the measuring system as an imaginary deformation. The measurement error due to shunting increases significantly with an increase in the temperature of the part under study, since this significantly reduces the specific electrical resistance of the binder insulator. A strain gauge sensor with two sensitive elements is considered in this work. The lower CE of the strain gauge sensor is located in the insulator-connector directly in the vicinity of the body of the part and perceives its main deformation. The upper Euro is located above the lower. The main axes of the elements are rotated relative to each other by 90 ° C and plays the role of temperature-compensating element and at the same time registers the transverse deformation of the part. An electrical model of the potential distribution in a strain gauge is presented. To determine the magnitude of shunt currents, Kirchhoff's rule was applied to a linear electric circuit, and finite-difference differential equations for the sum of currents in all nodes of the electric model were recorded. Finite-difference differential equations are transformed into a matrix one, the solution of which allows to obtain leakage currents in all nodes of the electric model of the strain gauge. The total leakage currents in the lower and upper SE strain gauge for different cases, as well as the relative errors of deformation measurement due to shunting, are obtained.
{"title":"Вплив шунтування високотемпературних тензорозісторів на точність виміру статичних деформацій елементів ГТД","authors":"Yuriy Husyev, Anatoliy Hol'tsov, Serhiy Kryhin","doi":"10.32620/aktt.2022.4sup2.06","DOIUrl":"https://doi.org/10.32620/aktt.2022.4sup2.06","url":null,"abstract":"The development of gas turbine engines (GTE), for various purposes, is inextricably linked with an increase in their main characteristics. Simultaneously, the parameters of the working fluid increase, in particular, the temperature of the gas flow and the intensity of loads on structural elements with an increasing frequency of rotation of the rotors. The strength reliability of highly heated GTE elements is a factor that determines the life of the engine as a whole. The most common cases of damage to GTE elements are caused by static stresses, and mainly relate to the blade apparatus, compressor and gas turbine housings, combustion chambers and rotor elements operating in the temperature range of 200–750 °C. Errors in measuring static deformations of parts are usually associated with insufficient compensation for the temperature increment of resistance by the sensitive element (SE) of the strain gauge and with the occurrence of shunt currents between the SE and the body of the part through a binder insulator. The change in the electrical resistance of the strain gauge SE is perceived by the measuring system as an imaginary deformation. The measurement error due to shunting increases significantly with an increase in the temperature of the part under study, since this significantly reduces the specific electrical resistance of the binder insulator. A strain gauge sensor with two sensitive elements is considered in this work. The lower CE of the strain gauge sensor is located in the insulator-connector directly in the vicinity of the body of the part and perceives its main deformation. The upper Euro is located above the lower. The main axes of the elements are rotated relative to each other by 90 ° C and plays the role of temperature-compensating element and at the same time registers the transverse deformation of the part. An electrical model of the potential distribution in a strain gauge is presented. To determine the magnitude of shunt currents, Kirchhoff's rule was applied to a linear electric circuit, and finite-difference differential equations for the sum of currents in all nodes of the electric model were recorded. Finite-difference differential equations are transformed into a matrix one, the solution of which allows to obtain leakage currents in all nodes of the electric model of the strain gauge. The total leakage currents in the lower and upper SE strain gauge for different cases, as well as the relative errors of deformation measurement due to shunting, are obtained.","PeriodicalId":418062,"journal":{"name":"Aerospace technic and technology","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-08-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126306156","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-08-22DOI: 10.32620/aktt.2022.4sup1.07
M. Kulyk, Fedir Kirchu, L. Volianska, Ivan Babichev, Vasyl Yehunko
This article presents the structure of designing and modeling the flow of rotors and pusher propellers in a highly rarefied atmosphere. The aerodynamic characteristics of an airfoil are key factors in determining design accuracy and performance prediction. The blade elements operate at different Reynolds numbers and angles of attack. The blade profile was selected based on an estimate of the lift-to-drag ratio for expected Reynolds numbers under the design conditions. This paper considers the features of the operation of propellers in a highly rarefied atmosphere. When modeling propellers operate in rarefied atmosphere, it is necessary to pay special attention to the choice of a model for the turbulent viscosity of the medium. The greatest difficulties in the design of stratospheric propellers arise when solving the problems of excessive diameter, weight and shape of the blades. To solve this problem, in this paper, it is proposed to use joined double row blades. This approach made it possible to eliminate the aerodynamic shading of the blades and increase their aerodynamic load. The use of double-row blades will provide the necessary rigidity and strength of the blades and will lead to weight reduction. Additionally, due to the double-row design, it becomes possible to reduce the diametrical dimensions of the propeller. An analytical technique for profiling double-row blades has been developed. The proposed approach is based on the joint application of the one-dimensional propeller theory and numerical gas dynamics methods. The one-dimensional theory is used to obtain the original geometric shape of the propeller for given characteristics, and the methods of numerical gas dynamics, which are based on solving the Reynold averages of the Navier-Stokes equations, are used to solve the problems of spatial modeling of the flow and obtain refined propeller characteristics. Considering the design requirements and operational limitations, it is proposed to use propellers with joined double-row blades in conditions of rarefied atmosphere.
{"title":"Особливості розрахунку та моделювання обтікання несучих та тягових гвинтів літальних апаратів в умовах сильно розрідженої атмосфери","authors":"M. Kulyk, Fedir Kirchu, L. Volianska, Ivan Babichev, Vasyl Yehunko","doi":"10.32620/aktt.2022.4sup1.07","DOIUrl":"https://doi.org/10.32620/aktt.2022.4sup1.07","url":null,"abstract":"This article presents the structure of designing and modeling the flow of rotors and pusher propellers in a highly rarefied atmosphere. The aerodynamic characteristics of an airfoil are key factors in determining design accuracy and performance prediction. The blade elements operate at different Reynolds numbers and angles of attack. The blade profile was selected based on an estimate of the lift-to-drag ratio for expected Reynolds numbers under the design conditions. This paper considers the features of the operation of propellers in a highly rarefied atmosphere. When modeling propellers operate in rarefied atmosphere, it is necessary to pay special attention to the choice of a model for the turbulent viscosity of the medium. The greatest difficulties in the design of stratospheric propellers arise when solving the problems of excessive diameter, weight and shape of the blades. To solve this problem, in this paper, it is proposed to use joined double row blades. This approach made it possible to eliminate the aerodynamic shading of the blades and increase their aerodynamic load. The use of double-row blades will provide the necessary rigidity and strength of the blades and will lead to weight reduction. Additionally, due to the double-row design, it becomes possible to reduce the diametrical dimensions of the propeller. An analytical technique for profiling double-row blades has been developed. The proposed approach is based on the joint application of the one-dimensional propeller theory and numerical gas dynamics methods. The one-dimensional theory is used to obtain the original geometric shape of the propeller for given characteristics, and the methods of numerical gas dynamics, which are based on solving the Reynold averages of the Navier-Stokes equations, are used to solve the problems of spatial modeling of the flow and obtain refined propeller characteristics. Considering the design requirements and operational limitations, it is proposed to use propellers with joined double-row blades in conditions of rarefied atmosphere.","PeriodicalId":418062,"journal":{"name":"Aerospace technic and technology","volume":"20 3 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-08-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121278413","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The aerodynamic wakes behind the struts cause uneven flow at the compressor inlet. An irregularity at the compressor inlet of a turboshaft engine causes unstable operation of the compressor, which can deteriorate the engine economy and a decrease its efficiency. The current work evaluates the effect of injection of an additional mass of air into the inlet struts of a TV3-117 turboshaft engine on the velocity non-uniformity at the compressor inlet. The solution of the task was carried out by the method of mathematical modeling using the free version of the Ansys Workbench Student software environment. When solving the problem, several modules were involved: Geometry (creation of geometry), Mesh (generation of the computational mesh), CFX (selection of boundary and initial conditions, calculation and visualization of the calculation). The blade rim of the input racks of a TV3-117 turboshaft engine was chosen as the object of study in this work. Analysis of the results obtained shows that by using the injection of additional air mass, it is possible to reduce the unevenness of the speed at the compressor inlet. When injected with a mass flow rate of 2.2...2.8% of the main mass flow rate at inlet speeds of 100...160 m/s, the speed unevenness at the compressor inlet decreases from 10...12% to 3...4%. Thus, the velocity field in front of the compressor will be nearly uniform, which will positively affect its performance. An analysis of the visualizations of the velocity fields shows that when additional air mass is injected, the aerodynamic wake changes qualitatively and decreases significantly, the speed in the wake at a distance of 10 mm differs from the speed in the flow core by 3%, in contrast to the case without boundary layer control, where the speed in the wake it differs in speed in the core of the flow by 10...12%. To control the boundary layer in the blades of the input racks, it will not be necessary to supply additional air because air that is already supplied to heat the input racks can be used for this. The design of the inlet leg blade with control of the near-boundary layer will be quite complicated, but it is possible to implement the developed inlet leg blade design for controlling the boundary layer in the trailing edge using modern 3D printers.
{"title":"Вплив інжекції повітря у вхідні стійки турбовального двигуна","authors":"Oleksandr Kolkov, Andrii Duliepov, Yevhenii Hlobin, Denys Dovhaliuk, Kateryna Balalaieva","doi":"10.32620/aktt.2022.4sup1.06","DOIUrl":"https://doi.org/10.32620/aktt.2022.4sup1.06","url":null,"abstract":"The aerodynamic wakes behind the struts cause uneven flow at the compressor inlet. An irregularity at the compressor inlet of a turboshaft engine causes unstable operation of the compressor, which can deteriorate the engine economy and a decrease its efficiency. The current work evaluates the effect of injection of an additional mass of air into the inlet struts of a TV3-117 turboshaft engine on the velocity non-uniformity at the compressor inlet. The solution of the task was carried out by the method of mathematical modeling using the free version of the Ansys Workbench Student software environment. When solving the problem, several modules were involved: Geometry (creation of geometry), Mesh (generation of the computational mesh), CFX (selection of boundary and initial conditions, calculation and visualization of the calculation). The blade rim of the input racks of a TV3-117 turboshaft engine was chosen as the object of study in this work. Analysis of the results obtained shows that by using the injection of additional air mass, it is possible to reduce the unevenness of the speed at the compressor inlet. When injected with a mass flow rate of 2.2...2.8% of the main mass flow rate at inlet speeds of 100...160 m/s, the speed unevenness at the compressor inlet decreases from 10...12% to 3...4%. Thus, the velocity field in front of the compressor will be nearly uniform, which will positively affect its performance. An analysis of the visualizations of the velocity fields shows that when additional air mass is injected, the aerodynamic wake changes qualitatively and decreases significantly, the speed in the wake at a distance of 10 mm differs from the speed in the flow core by 3%, in contrast to the case without boundary layer control, where the speed in the wake it differs in speed in the core of the flow by 10...12%. To control the boundary layer in the blades of the input racks, it will not be necessary to supply additional air because air that is already supplied to heat the input racks can be used for this. The design of the inlet leg blade with control of the near-boundary layer will be quite complicated, but it is possible to implement the developed inlet leg blade design for controlling the boundary layer in the trailing edge using modern 3D printers.","PeriodicalId":418062,"journal":{"name":"Aerospace technic and technology","volume":"52 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-08-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133536818","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-08-22DOI: 10.32620/aktt.2022.4sup1.11
Oleksandr Cherednichenko, Mykhaylo Tkach, Oleksandr Mytrofanov, D. Kostenko
This paper discussed the methodological aspects of the study using methods of mathematical modeling of processes in ship power plants with thermochemical fuel treatment. The results of the study of physical and chemical processes in structural and functional blocks, simulating individual links of the thermodynamic cycle, are considered. The combination of blocks with links in the form of material and energy flows makes it possible to model the complete scheme of the mathematical model of the power module. Due to the diversity and complexity of the processes in the combined diesel-gas turbine power complex with a thermochemical fuel treatment system, when modeling, the characteristics of the power equipment were determined separately, followed by merging the results obtained and combining the models with links in the form of material and energy flows. Mathematical models of a gas turbine engine, a recycling circuit, a thermochemical fuel treatment unit were created using the Aspen Plus physical and chemical processes modeling system. Working processes in the internal combustion engine were modeled using the CHEMKIN software package. It has been proven that the universal mathematical models of heat engines, which are part of the power module with thermochemical fuel treatment, require adjustment of the selected basic characteristics. Therefore, mathematical models of structural-functional blocks and groups of blocks contain algorithms for setting up models when they are verified by objective functions. The proposed algorithms provide verification of the developed mathematical models in terms of existing or prospective gas turbine engines and internal combustion engines. These algorithms provide the possibility of correct adjustment of the equipment parameters of diesel-gas turbine power complexes with thermochemical fuel treatment. The mathematical model of the internal combustion engine operating cycle based on the CHEMKIN software package provides an opportunity to conduct a primary assessment of the efficiency of energy conversion in the working cylinder. The results of evaluating the adequacy of the mathematical model of the ICE operating cycle based on the CHEMKIN software package showed a satisfactory agreement between the obtained results and experimental data. The maximum root-mean-square error of the calculated data obtained on the basis of the model is within 8.5%.
{"title":"Математичне моделювання процесів в дизель-газотурбінних енергетичних комплексах з термохімічною обробкою палива","authors":"Oleksandr Cherednichenko, Mykhaylo Tkach, Oleksandr Mytrofanov, D. Kostenko","doi":"10.32620/aktt.2022.4sup1.11","DOIUrl":"https://doi.org/10.32620/aktt.2022.4sup1.11","url":null,"abstract":"This paper discussed the methodological aspects of the study using methods of mathematical modeling of processes in ship power plants with thermochemical fuel treatment. The results of the study of physical and chemical processes in structural and functional blocks, simulating individual links of the thermodynamic cycle, are considered. The combination of blocks with links in the form of material and energy flows makes it possible to model the complete scheme of the mathematical model of the power module. Due to the diversity and complexity of the processes in the combined diesel-gas turbine power complex with a thermochemical fuel treatment system, when modeling, the characteristics of the power equipment were determined separately, followed by merging the results obtained and combining the models with links in the form of material and energy flows. Mathematical models of a gas turbine engine, a recycling circuit, a thermochemical fuel treatment unit were created using the Aspen Plus physical and chemical processes modeling system. Working processes in the internal combustion engine were modeled using the CHEMKIN software package. It has been proven that the universal mathematical models of heat engines, which are part of the power module with thermochemical fuel treatment, require adjustment of the selected basic characteristics. Therefore, mathematical models of structural-functional blocks and groups of blocks contain algorithms for setting up models when they are verified by objective functions. The proposed algorithms provide verification of the developed mathematical models in terms of existing or prospective gas turbine engines and internal combustion engines. These algorithms provide the possibility of correct adjustment of the equipment parameters of diesel-gas turbine power complexes with thermochemical fuel treatment. The mathematical model of the internal combustion engine operating cycle based on the CHEMKIN software package provides an opportunity to conduct a primary assessment of the efficiency of energy conversion in the working cylinder. The results of evaluating the adequacy of the mathematical model of the ICE operating cycle based on the CHEMKIN software package showed a satisfactory agreement between the obtained results and experimental data. The maximum root-mean-square error of the calculated data obtained on the basis of the model is within 8.5%.","PeriodicalId":418062,"journal":{"name":"Aerospace technic and technology","volume":"27 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-08-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115262011","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-08-22DOI: 10.32620/aktt.2022.4sup1.13
M. S. Gontijo
In the beginning of liquid propellant rocket engine development, the thrust chamber sizes were obtained, mainly, empirically. With the technological advancements over the years, several approaches have been developed in order to optimize its sizes and predict more accurately the performance. Besides the clear contribution in predicting efficiencies, the use of accurate vaporization models to optimize combustion chambers decreases losses and the number of required tests. To increase efficiencies, the chamber must be optimized. In case the chamber is too small, incomplete combustion is achieved and combustion instability may occur. In case the chamber is too large, losses due to weight and heat transfer increase and the vehicle becomes larger (leading to more drag losses). Additionally, the number of tests is reduced since models were experimentally validated and less experimental iterations are required in order to obtain the optimized design. Although there are many models, all of them reach similar conclusions, such as an increase in chamber pressure, a decrease in injected droplet size and velocity, and others, lead to a decrease in the required chamber size. Nowadays, with the advancements in computing budget, more complex and accurate models have be developed. Some of these models account for chemical reactions, turbulence effects, droplet collisions and interactions, two- and three-dimensional modeling, and others. Also, the use of CFD codes provides relevant contributions to the analytical and numerical models, especially in validating them, and, additionally, decreases the amount of required experimental tests. The main propulsive parameter that rules this phenomenon is the characteristic length, which accounts the required chamber size for the propellants to be injected, atomized, vaporized, mixed and combusted. Most of the available models neglect the atomization, mixing and combustion of the propellant, since those phenomena occur much faster compared with the vaporization. This work provides a review of those vaporization models, focusing on the main used models worldwide. Such review is of great importance in order to supply enough information and comparison between models, making possible for the researcher/engineer to choose the model that better fit its necessities, requirements and limitations.
{"title":"A review of vaporization models as design criterion for bipropellant thrust chambers","authors":"M. S. Gontijo","doi":"10.32620/aktt.2022.4sup1.13","DOIUrl":"https://doi.org/10.32620/aktt.2022.4sup1.13","url":null,"abstract":"In the beginning of liquid propellant rocket engine development, the thrust chamber sizes were obtained, mainly, empirically. With the technological advancements over the years, several approaches have been developed in order to optimize its sizes and predict more accurately the performance. Besides the clear contribution in predicting efficiencies, the use of accurate vaporization models to optimize combustion chambers decreases losses and the number of required tests. To increase efficiencies, the chamber must be optimized. In case the chamber is too small, incomplete combustion is achieved and combustion instability may occur. In case the chamber is too large, losses due to weight and heat transfer increase and the vehicle becomes larger (leading to more drag losses). Additionally, the number of tests is reduced since models were experimentally validated and less experimental iterations are required in order to obtain the optimized design. Although there are many models, all of them reach similar conclusions, such as an increase in chamber pressure, a decrease in injected droplet size and velocity, and others, lead to a decrease in the required chamber size. Nowadays, with the advancements in computing budget, more complex and accurate models have be developed. Some of these models account for chemical reactions, turbulence effects, droplet collisions and interactions, two- and three-dimensional modeling, and others. Also, the use of CFD codes provides relevant contributions to the analytical and numerical models, especially in validating them, and, additionally, decreases the amount of required experimental tests. The main propulsive parameter that rules this phenomenon is the characteristic length, which accounts the required chamber size for the propellants to be injected, atomized, vaporized, mixed and combusted. Most of the available models neglect the atomization, mixing and combustion of the propellant, since those phenomena occur much faster compared with the vaporization. This work provides a review of those vaporization models, focusing on the main used models worldwide. Such review is of great importance in order to supply enough information and comparison between models, making possible for the researcher/engineer to choose the model that better fit its necessities, requirements and limitations.","PeriodicalId":418062,"journal":{"name":"Aerospace technic and technology","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-08-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130088782","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-08-22DOI: 10.32620/aktt.2022.4sup1.02
Anna Marinina, Sergey Stepanenko
This paper notes that the success of a quality management system depends on how effective and efficient the processes carried out under the control of this system will be. In accordance with the requirements of the ISO 9001:2015 standard, one of the main principles of the functioning of a quality management system is the application of a process approach. To date, the process approach is the most progressive; therefore, it is widely used in various fields of activity. It allows you to determine the cause and effect relationships of the occurrence of problems, as well as determine where and when the problem arose and what is the root cause of its occurrence. The choice of performance indicators and criteria for evaluating the effectiveness of the processes of the quality management system is the most important step in conducting this work since the results obtained should provide the top management of the enterprise with the most adequate data on the state of functioning of the controlled processes and outline possible ways to improve both the system itself and quality. values created because of each given process. A methodology for analyzing the effectiveness of processes is considered, starting with the definition of the context (business environment) in which the controlled process should be carried out. Having established the external and internal context that can affect the particular process being controlled, it is necessary to identify a set of stakeholder needs from which the risk and opportunity components for performing each process under consideration can be derived. To analyze risks and opportunities, it is proposed to apply a methodology for analyzing the types and consequences of potential defects, known as the FMEA method. Controlled indicators of the process and criteria for their effectiveness are selected based on the most rated needs of stakeholders. In the case when certain indicators of the effectiveness of the process do not satisfy the top management of the enterprise, a search is made for the reasons for the low level of the indicators of effectiveness. The goal is to determine the root cause of the nonconformity to organize work to eliminate it. The analysis is proposed to be carried out using Excel tables. An example of determining the root cause of the inconsistency of the “Aircraft Engine Design” process is given.
{"title":"Аналіз результативності процесів системи управління якістю від вимог зацікавлених сторін до виявлення корінних причин невідповідностей","authors":"Anna Marinina, Sergey Stepanenko","doi":"10.32620/aktt.2022.4sup1.02","DOIUrl":"https://doi.org/10.32620/aktt.2022.4sup1.02","url":null,"abstract":"This paper notes that the success of a quality management system depends on how effective and efficient the processes carried out under the control of this system will be. In accordance with the requirements of the ISO 9001:2015 standard, one of the main principles of the functioning of a quality management system is the application of a process approach. To date, the process approach is the most progressive; therefore, it is widely used in various fields of activity. It allows you to determine the cause and effect relationships of the occurrence of problems, as well as determine where and when the problem arose and what is the root cause of its occurrence. The choice of performance indicators and criteria for evaluating the effectiveness of the processes of the quality management system is the most important step in conducting this work since the results obtained should provide the top management of the enterprise with the most adequate data on the state of functioning of the controlled processes and outline possible ways to improve both the system itself and quality. values created because of each given process. A methodology for analyzing the effectiveness of processes is considered, starting with the definition of the context (business environment) in which the controlled process should be carried out. Having established the external and internal context that can affect the particular process being controlled, it is necessary to identify a set of stakeholder needs from which the risk and opportunity components for performing each process under consideration can be derived. To analyze risks and opportunities, it is proposed to apply a methodology for analyzing the types and consequences of potential defects, known as the FMEA method. Controlled indicators of the process and criteria for their effectiveness are selected based on the most rated needs of stakeholders. In the case when certain indicators of the effectiveness of the process do not satisfy the top management of the enterprise, a search is made for the reasons for the low level of the indicators of effectiveness. The goal is to determine the root cause of the nonconformity to organize work to eliminate it. The analysis is proposed to be carried out using Excel tables. An example of determining the root cause of the inconsistency of the “Aircraft Engine Design” process is given.","PeriodicalId":418062,"journal":{"name":"Aerospace technic and technology","volume":"4 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-08-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132926204","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-08-22DOI: 10.32620/aktt.2022.4sup1.14
Gennadii Ranchenko, Anna Buryachenko, Viacheslav Hrudinkin
The experience of JSC Element, a certified developer and manufacturer of components for aviation equipment, is described in terms of introduction into the product development process, namely, their hardware, the requirements and recommendations of the RTSA DO-254 avionics design assurance manual, similarly earlier implemented RTSA DO-178 for the firmware of said products. The need to introduce these documents developed by the Radio Technical Commission for Aeronautics is due to the desire of domestic developers and manufacturers of aircraft products to integrate into the system of international cooperation in the field of aircraft manufacturing. Brief results of the comparison of the requirements of DO-254 with the requirements of the national standard DSTU 3974–2000 for development in terms of the sequence of stages and the content of work are given. It is shown that, working in accordance with the requirements of the current domestic system of standards, Ukrainian development enterprises (including Element JSC) sufficiently ensure the completeness of the passage of what is called in the implemented Guide DO-254 "life cycle of hardware design" and that the main differences are in the form of documentation of development processes and results. Differences in the concept of planning according to DO-254 and in domestic practice are considered, and analogies are redrawn between plans in the interpretation of DO-254 and documents traditional for the system of domestic standards. In terms of the practical development of the forms and methods for documenting the life cycle processes of the development of onboard equipment, the company JSC "Element" is currently at the initial stage, introducing them for the first in the development of the RDC-450M-117V regulator for the aircraft engine TV3-117VMA-SBM1V. The prospects for the work of the enterprise in this direction are outlined, including the integration of the requirements and recommendations of DO-254 into the system of enterprise standards operating within the framework of a certified quality management system.
{"title":"Впровадження DO-254 в процес розробки регуляторів авіадвигунів","authors":"Gennadii Ranchenko, Anna Buryachenko, Viacheslav Hrudinkin","doi":"10.32620/aktt.2022.4sup1.14","DOIUrl":"https://doi.org/10.32620/aktt.2022.4sup1.14","url":null,"abstract":"The experience of JSC Element, a certified developer and manufacturer of components for aviation equipment, is described in terms of introduction into the product development process, namely, their hardware, the requirements and recommendations of the RTSA DO-254 avionics design assurance manual, similarly earlier implemented RTSA DO-178 for the firmware of said products. The need to introduce these documents developed by the Radio Technical Commission for Aeronautics is due to the desire of domestic developers and manufacturers of aircraft products to integrate into the system of international cooperation in the field of aircraft manufacturing. Brief results of the comparison of the requirements of DO-254 with the requirements of the national standard DSTU 3974–2000 for development in terms of the sequence of stages and the content of work are given. It is shown that, working in accordance with the requirements of the current domestic system of standards, Ukrainian development enterprises (including Element JSC) sufficiently ensure the completeness of the passage of what is called in the implemented Guide DO-254 \"life cycle of hardware design\" and that the main differences are in the form of documentation of development processes and results. Differences in the concept of planning according to DO-254 and in domestic practice are considered, and analogies are redrawn between plans in the interpretation of DO-254 and documents traditional for the system of domestic standards. In terms of the practical development of the forms and methods for documenting the life cycle processes of the development of onboard equipment, the company JSC \"Element\" is currently at the initial stage, introducing them for the first in the development of the RDC-450M-117V regulator for the aircraft engine TV3-117VMA-SBM1V. The prospects for the work of the enterprise in this direction are outlined, including the integration of the requirements and recommendations of DO-254 into the system of enterprise standards operating within the framework of a certified quality management system.","PeriodicalId":418062,"journal":{"name":"Aerospace technic and technology","volume":"42 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-08-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133544563","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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