CN108750073B - Variable wing leading edge with both subsonic and supersonic aerodynamic performance - Google Patents
Variable wing leading edge with both subsonic and supersonic aerodynamic performance Download PDFInfo
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- CN108750073B CN108750073B CN201810531329.9A CN201810531329A CN108750073B CN 108750073 B CN108750073 B CN 108750073B CN 201810531329 A CN201810531329 A CN 201810531329A CN 108750073 B CN108750073 B CN 108750073B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/28—Leading or trailing edges attached to primary structures, e.g. forming fixed slots
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C30/00—Supersonic type aircraft
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Abstract
The invention discloses a variable wing leading edge with both subsonic and supersonic aerodynamic performances, and belongs to the technical field of aerodynamic design of aircrafts. The variable wing leading edge is formed by installing movable leading edge baffles on the upper side and the lower side of the wing leading edge through connecting rods respectively, when supersonic flight is carried out, the two movable leading edge baffles are contacted with each other to form a sharp wing leading edge, when subsonic flight is carried out, the two movable leading edge baffles respectively move forwards and rotate to expose the wing leading edge, and a slot structure is formed between the two movable leading edge baffles and the wing leading edge. The variable wing leading edge provided by the invention can reasonably change the shape of the wing leading edge by utilizing the two movable leading edge baffles according to different environments in the flying process of the aircraft, so that the aircraft can obtain higher lift-drag ratio in supersonic speed and subsonic speed flying states respectively, and the use cost is favorably reduced.
Description
Technical Field
The invention belongs to the technical field of aerodynamic design of aircrafts, relates to a variable wing leading edge with both subsonic and supersonic aerodynamic performances, and particularly relates to a design which adopts a wing leading edge with a variable geometric shape to improve the adaptability of an aircraft to subsonic and supersonic flight conditions and also consider the aerodynamic efficiency of different flight conditions.
Background
In order to reduce the influence of sonic boom generated during flight on the life of people, the aircraft is regulated by plain text not to carry out supersonic flight above a human settlement area, so that the aircraft with supersonic flight capability can only carry out subsonic flight in the area considering that the areas near the subaerial Europe airline and the airport are most lands in the human settlement area. The capability of supersonic flight of an aircraft is mostly represented by the use of a sharp wing leading edge on the wing, and the radius of the wing leading edge of the wing using the sharp wing leading edge can be regarded as infinitesimal. When the aircraft flies in a subsonic state, airflow above a flow stagnation point on the surface of the front edge of the sharp wing must move upwards to bypass the front edge of the sharp wing, the front edge of the sharp wing with the infinitesimal radius of the front edge of the wing can cause the separation of the airflow from the surface of the front edge of the sharp wing to generate front edge separation bubbles, and the front edge separation bubbles can be generated at a very small attack angle, so that the subsonic lift-drag ratio of the aircraft with the front edge of the sharp wing is quite low, the aerodynamic efficiency of the aircraft during subsonic flight is reduced, the lift-drag ratio can only reach a fraction of that of the wing using the front edge of the blunt wing, the oil consumption of the aircraft during flight is greatly increased, and the use cost of the aircraft is not reduced.
Therefore, it is very significant to find a wing leading edge that is effective at both subsonic and supersonic aerodynamic efficiencies to reduce the cost of aircraft operating at supersonic speeds.
Disclosure of Invention
When the aircraft flies at supersonic speed, the sharp wing leading edge is used, so that shock wave resistance generated during flying can be reduced, and the lift-drag ratio is improved; and when the subsonic flight is carried out, the blunt wing leading edge is more beneficial to improving the lift-drag ratio. The invention provides a variable wing leading edge with both subsonic and supersonic aerodynamic performances from the aerodynamic design angle. The wing leading edge can be converted into a sharp wing leading edge by installing the two movable leading edge baffles on the upper side and the lower side of the wing leading edge, so that the aerodynamic efficiency of the aircraft during supersonic flight and subsonic flight is effectively considered.
The variable wing leading edge is formed by respectively installing a movable leading edge baffle on the upper side and the lower side of the wing leading edge, and the two movable leading edge baffles are respectively connected with the wing leading edge through respective connecting rods; when the aircraft flies at supersonic speed, the rear edges of the two movable leading edge baffles are respectively and tightly attached to the upper side surface and the lower side surface of the wing leading edge, and the leading edges of the two movable leading edge baffles are contacted with each other to form a sharp wing leading edge with a sharp geometric shape; when the aircraft flies at subsonic speed, the two movable front edge baffles respectively translate forwards and rotate under the action of the connecting rod pushing outwards to expose the front edge of the wing, and a slotted structure is formed between the two movable front edge baffles and the front edge of the wing after the two movable front edge baffles translate forwards and rotate forwards, so that airflow flowing through the front edge surface of the blunt nose wing is guided and accelerated when the aircraft flies at subsonic speed, and the lift-drag ratio of the aircraft during subsonic speed flight is improved.
The invention has the advantages that:
the invention provides a variable wing leading edge with both subsonic and supersonic aerodynamic performances, and the shape of the wing leading edge can be reasonably changed by utilizing two movable leading edge baffles according to different environments in the flying process of an aircraft. The sharp wing leading edge is formed to reduce wave resistance during supersonic flight, and the wing leading edge slit structure is utilized during subsonic flight, so that leading edge separation bubbles generated during subsonic flight of the sharp wing leading edge are avoided, the aircraft can obtain higher lift-drag ratio in supersonic and subsonic flight states, and the use cost is reduced.
Drawings
FIG. 1 is a side view of an airfoil having a variable airfoil leading edge in a supersonic flight condition in accordance with the present invention;
FIG. 2 is a side view of an airfoil of the present invention having a variable airfoil leading edge in a subsonic flight condition;
FIG. 3 is an overall top view of the airfoil of the present invention having a variable leading edge;
FIG. 4 is a side cross-sectional view of the airfoil of the present invention with a variable airfoil leading edge;
FIG. 5 is a schematic view of the streamlines of a conventional airfoil employing a sharp leading edge in subsonic flight;
FIG. 6 is a schematic view of the streamlines of an air flow for subsonic flight using the variable airfoil leading edge of the present invention;
FIG. 7 is a schematic view of a pressure distribution at supersonic flight conditions using a conventional blunt leading edge;
FIG. 8 is a schematic view of the pressure distribution for supersonic flight using the variable airfoil leading edge of the present invention;
in the figure:
1. an airfoil; 2. A blunt airfoil leading edge; 3. A movable leading edge guard;
4. a connecting rod; 5. A sharp airfoil leading edge; 6. The leading edge separates the bubbles.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
The invention provides a variable wing leading edge with both subsonic and supersonic aerodynamic performance, which is characterized in that two movable leading edge baffles 3 are arranged on the upper side and the lower side of a wing 1 at the wing leading edge in a mode of combining with the drawings of figure 1, figure 2, figure 3 and figure 4, so that the wing 1 leading edge is converted between the wing leading edge and a sharp wing leading edge 5 to form the variable wing leading edge. The sharp wing leading edge 5 suitable for supersonic flight and the wing leading edge suitable for subsonic flight are combined into a whole, so that the aerodynamic efficiency of the aircraft during supersonic flight and subsonic flight is effectively considered.
The aircraft wing 1 adopts a wing leading edge, the wing leading edge is a blunt wing leading edge 2, two movable leading edge baffles 3 are respectively arranged on the upper side and the lower side of the blunt wing leading edge 2, and the two movable leading edge baffles 3 are fixedly connected with the wing 1 through a connecting rod 4. One end of the connecting rod 4 is connected with the inner side of the movable leading edge baffle 3, the other end of the connecting rod is connected with the inner part of the blunt leading edge wing 2 in a sliding manner, and the connecting rod 4 slides and rotates relative to the wing 1 in a telescopic manner to realize the translation and rotation of the movable leading edge baffle 3.
When the aircraft flies at supersonic speed, the connecting rod 4 is retracted, the rear edges of the two movable front edge baffles 3 are respectively and tightly attached to the upper side surface and the lower side surface of the blunt wing front edge 2, and the front edges of the two movable front edge baffles 3 are contacted with each other to form a sharp wing front edge 5. When the aircraft flies at subsonic speed, the connecting rod 4 is pushed outwards to drive the two movable leading edge baffles 3 to translate forwards and rotate, so that the blunt wing leading edge 2 is exposed, and a slot structure similar to a leading edge slat is formed between the two movable leading edge baffles 3 and the blunt wing leading edge 2 after translating forwards and rotating forwards. The slotting structure leads the airflow flowing through the surface of the leading edge 2 of the blunt wing to be guided and accelerated when the aircraft flies at subsonic speed, and improves the lift-drag ratio of the aircraft during subsonic flight.
The outer contour of the movable leading edge flap 3 in a section along the airfoil plane determines the aerodynamic profile of the wing 1 at supersonic flight of the aircraft, when the two movable leading edge baffles 3 are closely attached to the upper and lower side surfaces of the blunt leading edge 2, the outer contour lines of the two movable leading edge baffles 3 in the section along the plane of the airfoil ensure that the leading edge of the airfoil 1 forms a sharp leading edge 5 with a sharp geometric shape, the sharp-pointed geometric shape is a sharp-pointed shape, the sharp angle of the sharp-pointed shape meets the requirement that the aircraft flies at supersonic speed, the head shock wave formed by the airflow bypassing the sharp wing leading edge 5 is in an attached state, and the outer side contour lines of the two movable leading edge baffles 3 are respectively tangent to the outer side contour lines of the wing 1 at the positions where the upper side surface and the lower side surface are tightly attached or the curvature is continuous. Since the wing 1 generally uses an airfoil shape with asymmetric upper and lower parts, the curvatures of the upper and lower parts of the leading edge are different, and the two movable leading edge baffles 3 are designed according to respective positions and do not need to be designed into completely consistent shapes and structures.
The inner side contour lines of the two movable leading edge baffles 3 are determined by the structural strength of the movable leading edge baffles 3 and the space between the movable leading edge baffles 3 and the wing 1, the two movable leading edge baffles 3 and the wing 1 are not interfered with each other, meanwhile, the inner side contour lines of the two movable leading edge baffles 3 are respectively subjected to fairing treatment to ensure the continuity of surface curvature, and the phenomenon that the inner side surfaces of the two movable leading edge baffles 3 are broken lines at a subsonic stage to cause extra flow separation of airflow is avoided.
When the aircraft flies at subsonic speed, the two movable leading edge baffles 3 respectively translate forwards and rotate under the action of the outward pushing of the connecting rods 4, so that the blunt wing leading edge 2 is exposed, at least two connecting rods 4 are respectively arranged at different positions of the upper and lower side surfaces of the wing leading edge along the wingspan direction, the connecting rod 4 at the upper side surface is connected with the movable leading edge baffle 3 above, the connecting rod 4 at the lower side surface is connected with the movable leading edge baffle 3 below, the two movable leading edge baffles 3 respectively translate forwards and rotate under the action of the outward pushing of the connecting rods 4, and then a slot structure similar to a leading edge slat is formed between the two movable leading edge baffles 3 and the blunt wing leading edge 2, and the air flow passing through the surface of the blunt wing leading edge 2 is guided and accelerated by the slot structure formed by the variable leading edge, the lift-drag ratio of the aircraft during subsonic flight is improved.
When the aircraft flies at supersonic speed, the blunt wing leading edges 2 at the wing leading edge parts on the upper side and the lower side of the wing 1 are covered by the two movable leading edge baffles 3 to form a sharp wing leading edge 5, and the lengths of the two movable leading edge baffles 3 are respectively equal to the span length of the wing 1, if the special structural arrangement requirements and the aerodynamic detail requirements of the aircraft are considered, the length slightly smaller than the span can be adopted. The connecting rods 4 are located completely inside the two movable leading edge fences 3, as shown in fig. 3, the direction of the arrows indicating the direction of the incoming air flow. The two movable leading edge baffles 3 are thin in appearance and sharp at two ends, and in specific application, in a subsonic stage, the surface of each movable leading edge baffle 3 generates extra flow separation due to improper installation angle after slotting. Therefore, the position of the movable leading edge barrier 3 in the subsonic state should be designed in accordance with the principle of eliminating the leading edge separation caused by the movable leading edge barrier 3, and if the leading edge separation bubble 6 cannot be eliminated by adjusting the installation angle, the installation angle of the movable leading edge barrier 3 should be controlled to minimize the leading edge separation bubble 6, and the installation position of the movable leading edge barrier 3 is determined iteratively based on the design.
Example 1 when the incoming flow Mach number is 0.3, the Reynolds number of the flow is 6.5 × 106And when the incoming flow attack angle is 6 degrees, the wing leading edge of the aircraft is calculated and verified. The airfoil profile is a section of the airfoil in each plane parallel to the plane of symmetry of the aircraft in the spanwise direction, and the flow analysis of the airfoil profile is equivalent to the flow analysis of the airfoil in a certain section. FIG. 5 is a schematic view of streamlines of airflow in a conventional subsonic flight condition with a sharp leading edge, in which a leading edge separation bubble 6 is generated on the surface of the sharp leading edge 5, and the lift-drag ratio of the aircraft during subsonic flight is low, and the lift coefficient of the conventional sharp leading edge 5 in the flight condition provided by this embodiment is 0.77124, and the drag coefficient is 0.771240.022767, the lift-drag ratio is only 33.8; as shown in fig. 6, the streamline of the airflow for subsonic flight with the variable leading edge of the present invention is shown, the movable leading edge flap 3 is in an extended state, and the installation position and angle of the movable leading edge flap 3 are designed by the method of the present invention, i.e., the leading edge separation bubble 6 on the surface of the movable leading edge flap 3 is eliminated, and the distance between the movable leading edge flap 3 and the surface of the airfoil 1 is minimized while ensuring that the movable leading edge flap 3 does not have the leading edge separation bubble 6. The design shows that the length of the leading edge sharp point of the movable leading edge baffle positioned below from the leading edge point of the blunt wing is 0.049 times of the chord length of the main wing, the included angle between the leading edge sharp point of the movable leading edge baffle positioned above and the leading edge point of the blunt wing is 29 degrees, the length of the leading edge sharp point of the movable leading edge baffle positioned above from the leading edge point of the blunt wing is 0.070 times of the chord length of the main wing, the included angle between the leading edge sharp point of the movable leading edge baffle positioned above and the chord line of the main wing is 33 degrees, and the calculation result shows that the lift coefficient of the wing using the variable wing leading edge is 0.85875, the drag coefficient is 0.011249, the lift. By comparison, under the same conditions, when an aircraft flies at subsonic speed, the lift-to-drag ratio of the wing using the variable wing leading edge of the invention is 2.3 times that of the wing using the traditional sharp wing leading edge, which shows that the design of the variable wing leading edge of the invention is effective. According to the prior art, the lift-to-drag ratio of the conventional wing with the blunt wing leading edge in subsonic flight in the flight environment is about 80, and the lift-to-drag ratio of the wing with the variable wing leading edge in subsonic flight in the state is very close to that of the conventional wing with the blunt wing leading edge in subsonic flight in the state.
Example 2 when the incoming flow Mach number is 2.2, the Reynolds number of the flow is 3.2 × 107And when the incoming flow attack angle is 2 degrees, the wing leading edge of the aircraft is calculated and verified. FIG. 7 is a schematic diagram of the pressure distribution of a conventional blunt leading edge in a supersonic flight condition, where the pressure boundary in front of the leading edge is a shock wave, and the shock wave has an arcuate shape and provides a large shock resistance, and in this condition, the lift coefficient of the wing using the blunt leading edge is in a supersonic flight condition0.13917, drag coefficient 0.17941, lift-to-drag ratio of 0.78; fig. 8 is a schematic view of the pressure distribution of the variable wing leading edge for supersonic flight according to the present invention, in which the movable leading edge baffle 3 of the wing designed with the variable wing leading edge is retracted to be closely attached to the surface of the wing leading edge, a 45-degree sharp angle is formed between the upper and lower 2 movable leading edge baffles 3, the shock wave is in the shape of a wedge in contact with the surface of an object, the shock wave is changed into an oblique shock wave, and the shock wave resistance is reduced, in this state, the lift coefficient of the wing using the variable wing leading edge is 0.21949, the drag coefficient is 0.077297, the lift ratio is 2.84, which is 3.6 times the lift drag ratio of the wing using the conventional blunt wing leading edge. Therefore, the variable wing leading edge with both subsonic and supersonic aerodynamic performances provided by the invention can effectively enhance the adaptability of the aircraft to two flight speeds of subsonic and supersonic through changing the shape.
In conclusion, the invention provides the variable wing leading edge with both subsonic and supersonic aerodynamic performances, the shape of the wing leading edge can be reasonably changed by utilizing the two movable leading edge baffles according to different environments in the flight process of the aircraft, the sharp wing leading edge is formed to reduce wave resistance in supersonic flight, the blunt wing leading edge is formed in subsonic flight, leading edge separation bubbles generated in subsonic flight of the sharp wing leading edge are avoided, the aircraft can obtain higher lift-drag ratio in supersonic and subsonic flight states respectively, and the use cost is favorably reduced.
The above is only an example of the embodiment, and for other design conditions and other wing profiles of the aircraft, specific analysis should be performed to determine the installation position and the rotation angle of the movable leading edge baffle according to the design method, and the design rule that leading edge separation bubbles generated by the movable leading edge baffle disappear or are minimized as much as possible is generally complied with.
It will be appreciated by those skilled in the art that the invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. Accordingly, the particular arrangements disclosed above are illustrative only and not limiting. The design method of the invention is applicable to the design of the wing leading edge of an aircraft with supersonic flight capability of any size, and all changes within the protection scope of the claims of the invention or equivalent protection scope of the invention are covered by the invention.
Claims (5)
1. The variable wing leading edge with both subsonic and supersonic aerodynamic performances is characterized in that the variable wing leading edge is formed by respectively installing a movable leading edge baffle on the upper side and the lower side of the wing leading edge, and the inner sides of the two movable leading edge baffles are respectively connected with the wing leading edge through respective connecting rods; when supersonic flight is carried out, the rear edges of the two movable leading edge baffles are respectively and tightly attached to the upper side surface and the lower side surface of the leading edge of the wing, and the leading edges of the two movable leading edge baffles are contacted with each other to form a sharp leading edge of the wing with a sharp geometric shape; when the wing flies at subsonic speed, the two movable leading edge baffles respectively translate forwards and rotate under the action of outward pushing of the connecting rod, so that the leading edge of the wing is exposed, and a slot structure is formed between the two movable leading edge baffles and the leading edge of the wing.
2. The variable wing leading edge for both subsonic and supersonic aerodynamic performance of claim 1, wherein said wing leading edge is a blunt wing leading edge.
3. The variable airfoil leading edge with both subsonic and supersonic aerodynamic performance as claimed in claim 1 wherein the outside contours of said two movable leading edge panel sections are tangent or have a continuous curvature at the point where the upper and lower surfaces are in close contact with each other.
4. The variable airfoil leading edge with both subsonic and supersonic aerodynamic performance as claimed in claim 1 wherein said two movable leading edge dams are movable without interference with said airfoil leading edge, and wherein said two movable leading edge dams have respective inboard contour lines of continuous curvature.
5. The variable wing leading edge for both subsonic and supersonic aerodynamic performance of claim 1 wherein the length of each of said two movable leading edge dams is no greater than the span length of the wing.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201810531329.9A CN108750073B (en) | 2018-05-29 | 2018-05-29 | Variable wing leading edge with both subsonic and supersonic aerodynamic performance |
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| CN201810531329.9A CN108750073B (en) | 2018-05-29 | 2018-05-29 | Variable wing leading edge with both subsonic and supersonic aerodynamic performance |
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| CN108750073B true CN108750073B (en) | 2020-06-23 |
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| CN111734678B (en) * | 2020-06-24 | 2021-08-31 | 西北工业大学 | Design method for asymmetric leading edge of compressor blade profile |
| CN114132482A (en) * | 2021-12-15 | 2022-03-04 | 北京航空航天大学宁波创新研究院 | Wing and method for improving control efficiency of two-dimensional wing control surface |
| CN114987735B (en) * | 2022-08-08 | 2022-12-30 | 中国空气动力研究与发展中心计算空气动力研究所 | Method for determining wide-speed-range low-sonic-explosion low-resistance wing profile and state configuration |
| CN115946842B (en) * | 2023-03-10 | 2023-05-26 | 中国空气动力研究与发展中心计算空气动力研究所 | Drag reduction device of aircraft and aircraft |
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