CAE-AVM模型巡航构型风洞试验

王浩; 华俊; 钟敏

doi:10.7638/kqdlxxb-2022.0015

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CAE-AVM模型巡航构型风洞试验

专栏——民机气动标模CAE-AVM及相关研究进展 | 更新时间：2026-05-28

- CAE-AVM模型巡航构型风洞试验
- Wind-tunnel test of cruise configuration of CAE-AVM model
- 空气动力学学报 2022年40卷第4期页码：148-157
- 作者机构：
  
  中国航空研究院,北京,100012
- 作者简介：
  
  王浩（1990-），男，山东日照人，工程师，研究方向：飞行器空气动力学设计. E-mail：wanghao@cae.ac.cn
  钟敏*，高级工程师，研究方向：设计空气动力学. E-mail：zhongmin@cae.ac.cn
- 基金信息：
  
  中航工业创新基金
- DOI：10.7638/kqdlxxb-2022.0015
  中图分类号： V211.4
- 纸质出版：2022
- 稿件说明：
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王浩, 华俊, 钟敏. CAE-AVM模型巡航构型风洞试验[J]. 空气动力学学报, 2022, 40(4): 148−157.

WANG Hao, HUA Jun, ZHONG Min. Wind-tunnel test of cruise configuration of CAE-AVM model[J]. 2022, 40(4): 148-157.
王浩, 华俊, 钟敏. CAE-AVM模型巡航构型风洞试验[J]. 空气动力学学报, 2022, 40(4): 148−157. DOI： 10.7638/kqdlxxb-2022.0015

WANG Hao, HUA Jun, ZHONG Min. Wind-tunnel test of cruise configuration of CAE-AVM model[J]. 2022, 40(4): 148-157. DOI： 10.7638/kqdlxxb-2022.0015.

摘要

基于先进民机对更高巡航马赫数和更高气动效率的需求，研发了CAE-AVM模型。模型的设计巡航马赫数为0.85，巡航升力系数为0.5，展弦比为9.0。2013年和2018年先后在德国荷兰风洞（DNW）开展了两期高速风洞试验，试验马赫数范围为0.2～0.9，试验雷诺数为3×10

和4.7×10

。文章给出了详细的模型信息及风洞试验测量手段、试验结果及气动性能分析等。试验结果表明：相较于固定转捩，自然转捩试验的最小阻力系数约减小23 counts（1 count = 0.0001）；巡航状态机翼翼尖扭转角变形量约为−0.95°；精细化风洞试验中在测力、测压试验时有必要同步开展红外观测与变形测量，同时开展变形测量标记点对气动特性的影响研究；风洞试验前有必要开展支架干扰及模型弹性变形影响的数值仿真分析。两期风洞试验结果重复性良好，研究表明CAE-AVM模型能够在较宽的马赫数范围内保持稳定的气动特性，可以作为空气动力学标准模型满足未来先进民机验证需求。

Abstract

To meet the ever-increasing demand for advanced civil aircraft with higher cruising Mach number and better aerodynamic performance

the Chinese Aeronautical Establishment proposed the model CAE-AVM with a cruising Mach number of 0.85

a cruising lift coefficient of 0.5

and an aspect ratio of 9.0. The aerodynamic performance of CAE-AVM was tested in German-Dutch Wind Tunnels (DNW) in 2013 and 2018

with the Mach number ranging from 0.2 to 0.9 and the Reynolds numbers 3×10

and 4.7×10

. The model information

measurement methods

test results and aerodyn

amic performance are systematically introduced in this paper. In the natural transition experiment

the minimum drag coefficient is about 23 counts less than that under fixed transition. The deformation of the wingtip torsion angle in the cruise state is about −0.95°. Refined experimental studies should conduct synchronous force

pressure

and deformation measurements

together with infrared observation. Meanwhile

the influence of fluorescent markers for deformation measurement on aerodynamic performance needs to be quantified further. Moreover

it would be preferable to carry out numerical simulations considering the interference of support and the model elastic deformation prior to wind tunnel tests. The two wind tunnel tests have good repeatability

and the model can maintain stable aerodynamic characteristics in a wide range of Mach numbers

satisfying the requirements of aerodynamic validation models for future advanced civil aircraft.

关键词

Keywords

references

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