Influence of continuous trailing-edge variable camber wing on aerodynamic characteristics of airliner
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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。
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.
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图 1 机翼后缘偏转的FFD控制体
Figure 1. FFD control framework for trailing-edge deflection of wing
图 2 机翼控制截面处FFD控制体的放大图
Figure 2. Amplification of FFD control framework at certain wing control section
图 3 本文方法计算的剖面压力系数分布与试验结果对比
Figure 3. Comparison of section pressure coefficient distribution between calculation of proposed method and test results
图 5 初始翼身组合体构型巡航点的表面压力系数云图
Figure 5. Surface pressure coefficient contours of original wing-body configuration under cruise condition
图 6 优化后各控制剖面翼型后缘偏转角度
Figure 6. Trailing-edge deflection degrees of each control section airfoils after optimization
图 7 优化前后控制剖面压力系数分布对比(CL=0.45)
Figure 7. Comparison of control section pressure coefficient distribution before and after optimization (CL=0.45)
图 8 优化前后机翼展向升力系数分布(CL=0.45)
Figure 8. Spanwise lift coefficient distribution of wing before and after optimization (CL=0.45)
图 9 优化前后控制剖面压力系数分布对比(CL=0.55)
Figure 9. Comparison of control section pressure coefficient distribution before and after optimization (CL=0.55)
图 10 优化前后机翼展向升力系数分布(CL=0.55)
Figure 10. Spanwise lift coefficient distribution of wing before and after optimization (CL=0.55)
图 11 初始和Optimized_1构型的Section 5剖面翼型对比(CL=0.45)
Figure 11. Comparison of Section 5 airfoil between Original and Optimized_1 configurations (CL=0.45)
图 12 初始和Optimized_1的Section 5展向位置处，马赫数大于1的空间分布云图对比(CL=0.45)
Figure 12. Comparison of Mach number (exceeding 1) spatial distribution contour of spanwise direction of Section 5 between Original and Optimized_1 configurations (CL=0.45)
表 1 优化前后气动特性对比
Table 1. Comparison of aerodynamic performance before and after optimization
构型 CL=0.45 CL=0.55 α/(°) CD α/(°) CD Original 1.12 0.018 84 1.71 0.023 03 Optimized_1 1.25 0.018 63 1.57 0.022 81 Optimized_2 1.47 0.018 57 1.59 0.022 78 
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