北京航空航天大学学报 ›› 2017, Vol. 43 ›› Issue (8): 1559-1566.doi: 10.13700/j.bh.1001-5965.2016.0583

• 论文 • 上一篇    下一篇

机翼后缘连续变弯度对客机气动特性影响

郭同彪, 白俊强, 杨一雄   

  1. 西北工业大学航空学院, 西安 710072
  • 收稿日期:2016-07-07 修回日期:2016-09-02 出版日期:2017-08-20 发布日期:2016-10-19
  • 通讯作者: 白俊强 E-mail:junqiang@nwpu.edu.cn
  • 作者简介:郭同彪,男,博士研究生。主要研究方向:飞行器气动优化设计、气动弹性分析;白俊强,男,博士,教授,博士生导师。主要研究方向:飞行器气动优化设计、飞行器综合应用研究、计算流体力学。
  • 基金资助:
    国家"973"计划(2014CB744800)

Influence of continuous trailing-edge variable camber wing on aerodynamic characteristics of airliner

GUO Tongbiao, BAI Junqiang, YANG Yixiong   

  1. School of Aeronautics, Northwestern Polytechnical University, Xi'an 710072, China
  • Received:2016-07-07 Revised:2016-09-02 Online:2017-08-20 Published:2016-10-19
  • Supported by:
    National Basic Research Program of China (2014CB744800)

摘要: 后缘连续变弯度机翼在提高民用客机气动特性方面有较大的潜力,近年来被广泛关注。基于建立的全局优化设计系统,研究了机翼后缘连续变弯度对宽体客机翼身组合体气动特性的影响。首先,采用自由型面变形(FFD)技术建立了后缘连续变弯度的参数化方法。然后,采用RANS方程作为流场评估方法,针对翼身组合体构型设计点附近升力系数开展了机翼后缘连续变弯度气动减阻优化设计。最后,探索了仅外翼段后缘连续变弯度和内外翼后缘均连续变弯度优化设计结果的异同。优化结果表明,升力系数小于设计升力系数时,在只考虑外翼段后缘连续变弯度的设计中,不易实现激波阻力和诱导阻力同时降低,考虑内翼段后缘连续变弯度后,减阻量较前者更为明显;升力系数大于设计升力系数时,外翼段和内外翼的后缘偏转均可实现诱导阻力和激波阻力的同时降低,且减阻量相差不大。

关键词: 后缘连续变弯度, 翼身组合体, 气动优化设计, 激波阻力, 诱导阻力

Abstract: The continuous trailing-edge variable camber wing has a potential in improving the aerodynamic characteristics of the airliner, and is widely concerned recently. Based on the optimization design system constructed in this paper, the influence of continuous trailing-edge variable camber wing on the aerodynamic characteristics of the airliner wing-body configuration is presented. First, the free form deformation (FFD) technique is used to accomplish the parameterization of the continuous trailing-edge variable camber wing. Then, based on the RANS equation solver, the trailing-edge variable camber wing optimizations are carried out to reduce aerodynamic drag of the wing-body configuration around the design lift coefficients. Finally, the difference of the optimization design results by considering the trailing-edge deflection of the outboard wing and the whole wing is explored. The optimization results show that when the lift coefficient is lower than the design lift coefficient and only the deflection of outboard wing trailing-edge is considered, the favorable deflection direction to reduce the induced drag and wave drag is opposite, and it is difficult to reduce them simultaneously; when the deflection of inboard wing is also considered, the drag reduction quantity is much larger than that of the former optimization; when the lift coefficient exceeds the design lift coefficient, the trailing-edge deflection of both the outboard wing and the whole wing can reduce the wave drag and induced drag simultaneously, and their drag reduction quantity is almost the same.

Key words: continuous trailing-edge variable camber, wing-body configuration, aerodynamic optimization design, wave drag, induced drag

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