Cruise drag reduction of variable camber wing of wide-body civil transport

WANG Bin; HAO Xuan; GUO Shaojie; SU Cheng

doi:10.7638/kqdlxxb-2017.0215

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Cruise drag reduction of variable camber wing of wide-body civil transport

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- Cruise drag reduction of variable camber wing of wide-body civil transport
- Vol. 37, Issue 6, Pages: 974-982(2019)
- 作者机构：
  
  中国航天空气动力技术研究院,北京,100074
- 作者简介：
- 基金信息：
- DOI：10.7638/kqdlxxb-2017.0215
  CLC： V211.3
- Published：2019
- 稿件说明：
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王斌, 郝璇, 郭少杰, 苏诚. 宽体客机巡航机翼变弯度减阻技术[J]. 空气动力学学报, 2019, 37(6): 974-982.

WANG Bin, HAO Xuan, GUO Shaojie, et al. Cruise drag reduction of variable camber wing of wide-body civil transport[J]. 2019, 37(6): 974-982.
王斌, 郝璇, 郭少杰, 苏诚. 宽体客机巡航机翼变弯度减阻技术[J]. 空气动力学学报, 2019, 37(6): 974-982. DOI： 10.7638/kqdlxxb-2017.0215.

WANG Bin, HAO Xuan, GUO Shaojie, et al. Cruise drag reduction of variable camber wing of wide-body civil transport[J]. 2019, 37(6): 974-982. DOI： 10.7638/kqdlxxb-2017.0215.

摘要

针对宽体客机可变弯度机翼，建立了适用于原理性研究的参数化模型，验证了方法的可行性。以CRM机翼为研究对象，开展了前后缘变弯度对气动力、压力分布和展向升力载荷分布的影响分析，研究了巡航速度多个升力状态下的最优变弯度，并对比了单独变后缘弯度和前后缘同时变弯度的差异。研究结果表明：宽体客机机翼前后缘小角度偏转可使气动特性产生较明显变化，其中后缘变弯度的影响更为显著；定升力状态下通过变弯度可改变机翼展向当地攻角及弯度分布，从而减小激波阻力或诱导阻力；在小升力系数时变弯度获得的减阻量不超过0.0001，而较大升力系数时可达0.0010，并同时降低翼根弯矩、改善激波诱导分离；相比于单独变后缘弯度，前后缘同时偏转可在进一步抑制抖振边界附近低头力矩增长的同时获得更大的减阻量。研究过程充分体现了建模方法在避免引入型面质量干扰、提高三维外形及网格生成效率上的优势，得到的原理性结论可为可变弯度机翼技术的工程应用提供参考。

Abstract

For the study on drag reduction principle of variable camber wing

the parameterized model was built and validated. Based on this model

the common research model of Boeing was investigated

and the influence of camber variation by leading and trailing edge deflecting was analyzed on aerodynamic characteristics

pressure coefficient

and spanwise load distribution. Besides

the optimal camber ratio under different lift conditions in cruise were studied

and the aerodynamic characteristic discrepancies caused by camber variation at trailing edge only was compared with those at both leading and trailing edge. The results indicate that

the variation of aerodynamic characteristics is significant by deflecting the leading or trailing edge

and the variation is greater with only the trailing edge deflected. For a given lift condition

the camber variation leads to the variation of local angle of attack and camber

resulting in the reduction of shock wave drag and induced drag. The drag reduction from camber variation

less than 0.0001

is insignificant at low lift coefficient. However

at high lift coefficient

camber variation can reduce the root bending moment and improve the shock wave induced separation

leading to about 0.0010 drag reduction. Compared with camber variation by trailing edge deflecting

that by deflecting leading and trailing edge simultaneously leads to further suppressed pitching moment increasing near the buffet boundary and more drag reduction. The parameterized model is of high efficiency in 3D geometry and mesh generation

and the influence of profile quality can be avoided. The conclusion of camber variation principal can be used as reference for wing design in industrial application.

关键词

Keywords

references

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