CN112362291A - Reynolds number effect correction method for longitudinal aerodynamic coefficient of flying wing layout aircraft - Google Patents
Reynolds number effect correction method for longitudinal aerodynamic coefficient of flying wing layout aircraft Download PDFInfo
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Abstract
The invention discloses a Reynolds number effect correction method for a longitudinal aerodynamic coefficient of a flying wing layout aircraft, which comprises the following steps: s1: calculating a real Reynolds number, and selecting the Reynolds number; s2: performing longitudinal aerodynamic characteristic simulation, and drawing a longitudinal aerodynamic characteristic curve; s3: obtaining a key coefficient; s4: drawing a relation curve graph of the key coefficient and the Reynolds number; s5: obtaining a fitting change relational expression; s6: obtaining a simulation key coefficient; s7: performing a wind tunnel experiment on the selected key Reynolds number, and drawing a longitudinal pneumatic characteristic curve to obtain an experiment key coefficient; s8: obtaining a correction formula according to the simulation key coefficient and the experiment key coefficient; s9: and correcting the wind tunnel test data according to a correction formula. The Reynolds number effect correction method provided by the invention is suitable for correcting the longitudinal aerodynamic coefficient of a flying wing layout aircraft, the process is relatively simple and easy to understand, and high Reynolds number wind tunnel test verification shows that the longitudinal aerodynamic coefficient obtained by the method correction is closer to a real flight result.
Description
Technical Field
The invention relates to the technical field of aviation power analysis, in particular to a Reynolds number effect correction method for a longitudinal aerodynamic coefficient of a flying wing layout aircraft.
Background
The reynolds number is an important dimensionless parameter in fluid mechanics and characterizes the ratio of inertial force to viscous force. The different reynolds numbers generally affect the type of the boundary layer, the position of the transition point, the velocity distribution form in the boundary layer, the position of the separation point on the object, the separation form, the size of the separation area, the shock wave position, the thickness of the boundary layer, etc., so that the aerodynamic characteristics of the airplane change, and the performance and the stability of the airplane are affected. Therefore, research on the simulation capability of the Reynolds number and the influence evaluation of the Reynolds number of the productive wind tunnel is always concerned by the industry.
Due to the limitation of the size and the test condition of the wind tunnel, the wind tunnel test model generally adopts a scaling model, so that the Reynolds number of the wind tunnel test is 1-2 orders of magnitude lower than the real flight Reynolds number, and the pneumatic data measured by the wind tunnel and the pneumatic data in the real flight condition have certain difference, which actually reflects the influence of the airflow viscous effect. Therefore, since the development and construction of the wind tunnel, for designers, the problem of how to extrapolate wind tunnel test data to flight data under real conditions still exists, namely the problem of modifying the Reynolds number effect.
After long-term exploration and summary, aircraft designers consider that the influence of the Reynolds number on the gradient of a curve of the change of the lift force and the pitching moment along with the change of the attack angle is not large, and only need to correct the resistance coefficient and the maximum lift coefficient of wind tunnel test data of a scaling model, but the processing mode is applicable to fighters. However, for a flying wing layout airplane, because of the absence of a tail wing, the change of the airflow characteristics of the wing or a control surface not only affects the resistance and the maximum lift coefficient, but also obviously affects the lift and pitching moment characteristics; meanwhile, with the development of airfoil design technology, in order to improve the lift coefficient, most of aircraft wings are provided with airfoils with camber, so that the linear section of an aerodynamic characteristic curve is shortened, and the use of the conventional derivative becomes inappropriate. Therefore, a new technical solution is needed to modify the longitudinal aerodynamic coefficient of the flying wing aircraft with the reynolds number effect.
Disclosure of Invention
The invention aims to provide a method for modifying the Reynolds number effect of a longitudinal aerodynamic coefficient of a flying wing layout aircraft, which comprises a lift coefficient, a drag coefficient and a pitching moment coefficient.
The invention is realized by the following technical scheme: a Reynolds number effect correction method for a longitudinal aerodynamic coefficient of a flying wing layout aircraft comprises the following steps:
s1: calculating the actual flying Reynolds number of the airplane under the real atmospheric condition, and taking a plurality of key Reynolds numbers according to a certain Reynolds number interval range;
s2: performing longitudinal pneumatic characteristic simulation on the selected key Reynolds number, and drawing longitudinal pneumatic characteristic curves under different Reynolds numbers;
s3: obtaining specific corresponding key coefficients according to the curve condition;
s4: drawing a relation curve graph of the key coefficient changing along with the Reynolds number;
s5: fitting a change relation according to the relation curve graph;
s6: calculating a corresponding simulation key coefficient under the actual flying Reynolds number according to the fitted change relation;
s7: performing a wind tunnel experiment on the selected key Reynolds number, and drawing a longitudinal aerodynamic characteristic curve under different Reynolds numbers to obtain an experiment key coefficient corresponding to the wind tunnel experiment;
s8: obtaining a longitudinal aerodynamic coefficient correction formula according to the simulation key coefficient and the experiment key coefficient;
s9: and correcting the wind tunnel test data to be under the real flying Reynolds number according to a correction formula.
In order to better implement the method of the present invention, further, in the step (2), longitudinal aerodynamic characteristics simulation is performed on the selected key reynolds number, and commercial software CFX is adopted to calculate longitudinal aerodynamic characteristics of different attack angles at the key reynolds number point.
In order to better realize the method of the invention, the method is further characterized in that a transition prediction model is added in longitudinal aerodynamic characteristic simulation of the selected key Reynolds number.
In order to better realize the method of the invention, further, in longitudinal aerodynamic characteristic simulation of the selected key Reynolds number, the grid adopts a structural grid established by ICEM.
In order to better realize the method of the invention, the method is further characterized in that in the longitudinal aerodynamic characteristic simulation of the selected key Reynolds numbers, the calculation of different Reynolds numbers is realized by model scaling.
To better implement the method of the present invention, further, the key coefficient includes a slope C of a lift lineLαZero angle of attack lift coefficient CLα＝0°Maximum coefficient of lift CLmaxPneumatic focus CmCLZero lift moment Cm0Maximum usable lift coefficient CLmax available(ii) a The simulation key coefficient includes (C)Lα)Simulation (Emulation)、(CLα＝0°)Simulation (Emulation)、(CLmax)Simulation (Emulation)、(A)Simulation (Emulation)、(B)Simulation (Emulation)、(C)Simulation (Emulation)、(CmCL)Simulation (Emulation)、(Cm0)Simulation (Emulation)、(CLmax available)Simulation (Emulation)(ii) a The key coefficients of the experiment include (C)Lα)Test of、(CLα＝0°)Test of、(CLmax)Test of、(A)Test of、(B)Test of、(C)Test of、(CmCL)Test of、(Cm0)Test of、(CLmax available)Test of。
In order to better implement the method of the present invention, further, the formula for deriving the longitudinal aerodynamic coefficient correction is as follows:
(1) correcting a lift coefficient:
lift coefficient linear segment:
(CL)correction＝(CLα)Simulation (Emulation)*α+(CLα＝0°)Simulation (Emulation)；
Correcting a lift coefficient nonlinear section:
(CL)correction＝(CL)Test of+((CLα)Simulation (Emulation)-(CLα)Test of)*α+((CLα＝0°)Simulation (Emulation)-(CLα＝0°)Test of)；
(2) And (3) resistance coefficient correction:
(CD)correction＝(CD)Test of+((A)Simulation (Emulation)-(A)Test of)*α2+((B)Simulation (Emulation)-(B)Test of)*α+((C)Simulation (Emulation)-(C)Test of)；
(3) And (3) correcting the pitching moment coefficient:
linear pitch moment coefficient segment:
(Cm)correction＝(CmCL)Simulation (Emulation)*CL+(Cm0)Simulation (Emulation)；
Pitch moment coefficient non-linear section:
(Cm)correction＝(Cm)Test of+((CmCL)Simulation (Emulation)-(CmCL)Test of)*α+((Cm0)Simulation (Emulation)-(Cm0)Test of)
Where α is the angle of attack of the aircraft.
The working principle of the technical scheme is that the longitudinal aerodynamic force coefficient including the lift force coefficient C under each Reynolds number is obtained through numerical simulationLCoefficient of resistance CDPitching moment coefficient Cm；
Calculating to obtain the slope C of the lifting force line under each Reynolds numberLαZero angle of attack lift coefficient CLα＝0°Maximum coefficient of lift CLmaxPneumatic focus CmCLZero lift moment Cm0Maximum usable lift coefficient CLmax availableSince the coefficient of drag varies with angle of attack, can be determined by CD＝A*α2+ B + alpha + C, so that the resistance correction coefficient A, the resistance correction coefficient B and the resistance correction coefficient C can be obtained by fitting interpolation, and the coefficients are obtained by fittingThe change relation of the Nuo number is obtained according to a fitting formula under the condition of flight Reynolds number (C)Lα)Simulation (Emulation)、(CLα＝0°)Simulation (Emulation)、(CLmax)Simulation (Emulation)、(A)Simulation (Emulation)、(B)Simulation (Emulation)、(C)Simulation (Emulation)、(CmCL)Simulation (Emulation)、(Cm0)Simulation (Emulation)、(CLmax available)Simulation (Emulation)；
Obtaining the longitudinal aerodynamic force coefficient under the Reynolds number of the scaling model test through a wind tunnel test, and calculating to obtain (C)Lα)Test of、(CLα＝0°)Test of、(CLmax)Test of、(A)Test of、(B)Test of、(C)Test of、(CmCL)Test of、(Cm0)Test of、(CLmax available)Test of；
The formula for correcting the longitudinal aerodynamic coefficient under the obtained flight Reynolds number is as follows:
(1) lift coefficient correction formula:
lift coefficient linear segment: (C)L)Correction＝(CLα)Simulation (Emulation)*α+(CLα＝0°)Simulation (Emulation)；
Correcting a lift coefficient nonlinear section: (C)L)Correction＝(CL)Test of+((CLα)Simulation (Emulation)-(CLα)Test of)*α+((CLα＝0°)Simulation (Emulation)-(CLα＝0°)Test of)；
Correction of the lift coefficient associated with the maximum lift coefficient: and finding a tangent of the maximum lift coefficient point on the lift coefficient pair attack angle curve after the lift coefficient linear section and the lift coefficient nonlinear section are corrected, and correcting the lift coefficient after the tangent point according to a tangent rule.
(2) The resistance coefficient correction formula is:
(CD)correction＝(CD)Test of+((A)Simulation (Emulation)-(A)Test of)*α2+((B)Simulation (Emulation)-(B)Test of)*α+((C)Simulation (Emulation)-(C)Test of)
(3) The pitching moment coefficient correction formula is as follows:
linear pitch moment coefficient segment: (C)m)Correction＝(CmCL)Simulation (Emulation)*CL+(Cm0)Simulation (Emulation)；
Pitch moment coefficient non-linear section: (C)m)Correction＝(Cm)Test of+((CmCL)Simulation (Emulation)-(CmCL)Test of)*α+((Cm0)Simulation (Emulation)-(Cm0)Test of)；
Correcting the pitching moment coefficient related to the maximum available lift coefficient: and searching a pitching moment coefficient corresponding to the maximum available lift coefficient on a lifting coefficient curve of the pitching moment coefficient after the linear section and the nonlinear section of the pitching moment coefficient are corrected, wherein the pitching moment is monotonously changed before the maximum available lift coefficient, so that a non-monotonous point of the pitching moment before the maximum available lift coefficient is corrected.
Compared with the prior art, the invention has the following advantages and beneficial effects:
the Reynolds number effect correction method provided by the invention is suitable for correcting the longitudinal aerodynamic coefficient of a flying wing layout aircraft, and the result after correction is closer to the high Reynolds number test result according to the result of final comparison.
Drawings
Other features, objects and advantages of the invention will become more apparent upon reading of the detailed description of non-limiting embodiments with reference to the following drawings:
FIG. 1 is a graph of the slope of the lift line of the present invention as a function of the logarithm of the Reynolds number;
FIG. 2 is a schematic view of the lift coefficient correction associated with the maximum lift coefficient in the present invention;
FIG. 3 is a schematic view of the pitch moment correction associated with the maximum available lift coefficient of the present invention;
FIG. 4 is a comparative graph of lift coefficient before and after correction in accordance with the present invention;
FIG. 5 is a graph showing a comparison of drag coefficients before and after correction in the present invention;
fig. 6 is a comparison graph of the pitch moment coefficient before and after correction in the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The present invention will be described in further detail with reference to the following examples for the purpose of making clear the objects, process conditions and advantages of the present invention, but the embodiments of the present invention are not limited thereto, and various substitutions and modifications can be made according to the common technical knowledge and the conventional means in the art without departing from the technical idea of the present invention described above, and the specific examples described herein are only for explaining the present invention and are not intended to limit the present invention.
Example (b):
the embodiment provides a Reynolds number effect correction method for a longitudinal aerodynamic coefficient of a flying wing layout aircraft, which comprises the following steps:
calculating the Reynolds number of the actual flight of the airplane under the real atmospheric condition
Wherein rho, V, L and mu are respectively corresponding atmospheric density, flight speed, reference length and aerodynamic viscosity coefficient under actual flight conditions, and several key Reynolds number points are taken according to a certain Reynolds number interval range. Calculating longitudinal aerodynamic characteristics including lift coefficient C at key Reynolds number pointsLCoefficient of resistance CDPitching moment coefficient Cm；
Obtaining the slope C of the lifting line under different Reynolds numbersLαZero angle of attack lift coefficient CLα＝0°Maximum coefficient of lift CLmaxPneumatic focus CmCLZero lift moment Cm0Maximum usable lift coefficient CLmax availableSince the coefficient of drag varies with angle of attack, can be determined by CD＝A*α2+ B + α + C, so that a resistance correction coefficient a, a resistance correction coefficient B, and a resistance correction coefficient C can be obtained by fitting interpolation, and a change relation of each coefficient with the reynolds number is obtained by fitting interpolation;
calculating to obtain (C) under the actual flying Reynolds number according to a fitting formulaLα)Simulation (Emulation)、(CLα＝0°)Simulation (Emulation)、(CLmax)Simulation (Emulation)、(A)Simulation (Emulation)、(B)Simulation (Emulation)、(C)Simulation (Emulation)、(CmCL)Simulation (Emulation)、(Cm0)Simulation (Emulation)、(CLmax available)Simulation (Emulation)；
(C) at Reynolds number of test calculated from test dataLα)Test of、(CLα＝0°)Test of、(CLmax)Test of、(A)Test of、(B)Test of、(C)Test of、(CmCL)Test of、(Cm0)Test of、(CLmax available)Test of；
Namely, obtaining a corrected value of the longitudinal aerodynamic force coefficient under the flying Reynolds number, wherein the correction formula is as follows:
(1) lift coefficient correction formula:
lift coefficient linear segment:
(CL)correction＝(CLα)Simulation (Emulation)*α+(CLα＝0°)Simulation (Emulation)；
Correcting a lift coefficient nonlinear section:
(CL)correction＝(CL)Test of+((CLα)Simulation (Emulation)-(CLα)Test of)*α+((CLα＝0°)Simulation (Emulation)-(CLα＝0°)Test of)；
Correction of the lift coefficient associated with the maximum lift coefficient: and finding a tangent of the maximum lift coefficient point on the lift coefficient pair attack angle curve after the lift coefficient linear section and the lift coefficient nonlinear section are corrected, and correcting the lift coefficient after the tangent point according to a tangent rule.
(2) The resistance coefficient correction formula is:
(CD)correction＝(CD)Test of+((A)Simulation (Emulation)-(A)Test of)*α2+((B)Simulation (Emulation)-(B)Test of)*α+((C)Simulation (Emulation)-(C)Test of)
(3) The pitching moment coefficient correction formula is as follows:
linear pitch moment coefficient segment:
(Cm)correction＝(CmCL)Simulation (Emulation)*CL+(Cm0)Simulation (Emulation)；
Pitch moment coefficient non-linear section:
(Cm)correction＝(Cm)Test of+((CmCL)Simulation (Emulation)-(CmCL)Test of)*α+((Cm0)Simulation (Emulation)-(Cm0)Test of)；
Correcting the pitching moment coefficient related to the maximum available lift coefficient: and searching a pitching moment coefficient corresponding to the maximum available lift coefficient on a lifting coefficient curve of the pitching moment coefficient after the linear section and the nonlinear section of the pitching moment coefficient are corrected, wherein the pitching moment is monotonously changed before the maximum available lift coefficient, so that a non-monotonous point of the pitching moment before the maximum available lift coefficient is corrected.
Calculating the Reynolds number of the actual flight of the airplane under the real atmospheric condition
Wherein rho, V, L and mu are respectively corresponding atmospheric density, flight speed, reference length and aerodynamic viscosity coefficient under actual flight conditions, and several key Reynolds number points are taken according to a certain Reynolds number interval range. Computing customs using commercial software CFXCalculating and adding a transition prediction model according to longitudinal aerodynamic characteristics of different attack angles at key Reynolds number points, wherein the grid adopts a structural grid established by ICEM, and the calculation of different Reynolds numbers is realized through model scaling;
drawing longitudinal aerodynamic characteristic curves under different Reynolds numbers according to simulation results, wherein the longitudinal aerodynamic characteristic curves comprise a curve of lift coefficient to attack angle, a curve of resistance coefficient to attack angle and a curve of pitching moment coefficient to lift coefficient, and calculating corresponding lift line slope C according to curve change relationsLαZero angle of attack lift coefficient CLα＝0°Maximum coefficient of lift CLmaxPneumatic focus CmCLZero lift moment Cm0Maximum usable lift coefficient CLmax availableSince the coefficient of drag varies with angle of attack, it can be determined by CD＝A*α2+ B × α + C, so that a resistance correction coefficient a, a resistance correction coefficient B, and a resistance correction coefficient C can be obtained by fitting interpolation;
draw out CLα、CLα＝0°、CLmax、A、B、C、CmCL、Cm0、CLmax availableFitting and solving a relation curve along with the change of Reynolds number, wherein the abscissa is a logarithmic coordinate system of the Reynolds numberLα、CLα＝0°、CLmax、A、B、C、CmCL、Cm0、CLmax availableAnalysis shows that the fitting relation is expressed by an exponential relation due to larger polynomial error, for example, the change relation of the slope of the lifting force line along with the logarithm of the Reynolds number is shown in figure 1;
calculating (C) under the actual flying Reynolds number according to the fitting relationLα)Simulation (Emulation)、(CLα＝0°)Simulation (Emulation)、(CLmax)Simulation (Emulation)、(A)Simulation (Emulation)、(B)Simulation (Emulation)、(C)Simulation (Emulation)、(CmCL)Simulation (Emulation)、(Cm0)Simulation (Emulation)、(CLmax available)Simulation (Emulation)；
Drawing a curve of longitudinal lift coefficient to attack angle, a curve of resistance coefficient to attack angle and a curve of pitching moment coefficient to lift coefficient according to the wind tunnel test result, and obtaining a wind tunnel test result(C) determination of Reynolds number in the experiment from the relationship of the changesLα)Test of、(CLα＝0°)Test of、(CLmax)Test of、(A)Test of、(B)Test of、(C)Test of、(CmCL)Test of、(Cm0)Test of、(CLmax available)Test of；
The longitudinal aerodynamic coefficient correction formula obtained through multiple times of summarization, analysis and verification is as follows:
(1) correcting a lift coefficient:
lift coefficient linear segment: (C)L)Correction＝(CLα)Simulation (Emulation)*α+(CLα＝0°)Simulation (Emulation)；
Correcting a lift coefficient nonlinear section: (C)L)Correction＝(CL)Test of+((CLα)Simulation (Emulation)-(CLα)Test of)*α+((CLα＝0°)Simulation (Emulation)-(CLα＝0°)Test of)；
Correction of the lift coefficient associated with the maximum lift coefficient: and (3) searching a tangent of the maximum lift coefficient point on the lift coefficient pair attack angle curve after the lift coefficient linear section and the lift coefficient nonlinear section are corrected, correcting the lift coefficient after the tangent point according to a tangent rule, and obtaining a correction schematic diagram shown in figure 2.
(2) And (3) resistance coefficient correction:
(CD)correction＝(CD)Test of+((A)Simulation (Emulation)-(A)Test of)*α2+((B)Simulation (Emulation)-(B)Test of)*α+((C)Simulation (Emulation)-(C)Test of)。
(3) And (3) correcting the pitching moment coefficient:
linear pitch moment coefficient segment: (C)m)Correction＝(CmCL)Simulation (Emulation)*CL+(Cm0)Simulation (Emulation)；
Pitch moment coefficient non-linear section:
(Cm)correction＝(Cm)Test of+((CmCL)Simulation (Emulation)-(CmCL)Test of)*α+((Cm0)Simulation (Emulation)-(Cm0)Test of)；
Correcting the pitching moment coefficient related to the maximum available lift coefficient: and searching a pitching moment coefficient corresponding to the maximum available lift coefficient on a lifting coefficient curve of the pitching moment coefficient after the linear section and the nonlinear section of the pitching moment coefficient are corrected, wherein the pitching moment is monotonously changed before the maximum available lift coefficient, so that a point, in which the pitching moment is not monotonous, before the maximum available lift coefficient is corrected, and a correction schematic diagram is shown in FIG. 3.
And correcting the test data to be under the real flying Reynolds number according to a longitudinal aerodynamic coefficient correction formula.
The method has the advantages that: because the longitudinal aerodynamic coefficient of the flying wing layout aircraft is influenced by the Reynolds number more obviously, and the flight safety is possibly influenced seriously, the aerodynamic coefficient influenced by the Reynolds number is corrected. The method is simple in wing shape in principle and easy to understand, and high Reynolds number wind tunnel test verification shows that the longitudinal aerodynamic coefficient obtained by the method after correction is closer to a real flight result.
Fig. 4, fig. 5, and fig. 6 are respectively a comparison of the lift characteristic curve, the drag characteristic curve, and the pitching moment characteristic curve before and after correction with the high reynolds number wind tunnel test result, and the comparison shows that the corrected result is closer to the high reynolds number test result, which proves that the method of the present invention is suitable for correcting the longitudinal aerodynamic coefficient of the flying wing layout aircraft.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (7)
1. A Reynolds number effect correction method for a longitudinal aerodynamic coefficient of a flying wing layout aircraft is characterized by comprising the following steps:
s1: calculating the actual flying Reynolds number of the airplane under the real atmospheric condition, and taking a plurality of key Reynolds numbers according to a certain Reynolds number interval range;
s2: performing longitudinal pneumatic characteristic simulation on the selected key Reynolds number, and drawing longitudinal pneumatic characteristic curves under different Reynolds numbers;
s3: obtaining specific corresponding key coefficients according to the curve condition;
s4: drawing a relation curve graph of the correction coefficient along with the change of the Reynolds number;
s5: fitting a change relation according to the relation curve graph;
s6: calculating a corresponding simulation key coefficient under the actual flying Reynolds number according to the fitted change relation;
s7: performing a wind tunnel experiment on the selected key Reynolds number, and drawing a longitudinal aerodynamic characteristic curve under different Reynolds numbers to obtain an experiment key coefficient corresponding to the wind tunnel experiment;
s8: obtaining a longitudinal aerodynamic coefficient correction formula according to the simulation key coefficient and the experiment key coefficient;
s9: and correcting the wind tunnel test data to be under the real flying Reynolds number according to a correction formula.
2. The Reynolds number effect correction method for the longitudinal aerodynamic coefficient of a flying wing layout aircraft according to claim 1, wherein in the step (2), longitudinal aerodynamic characteristic simulation is performed on the selected key Reynolds number, and commercial software CFX is used to calculate the longitudinal aerodynamic characteristics of different attack angles at the key Reynolds number point.
3. The Reynolds number effect correction method for the longitudinal aerodynamic coefficient of a flying wing layout aircraft according to claim 2, wherein a transition prediction model is added to the longitudinal aerodynamic characteristic simulation of the selected key Reynolds number.
4. The Reynolds number effect correction method for the longitudinal aerodynamic coefficient of a flying wing layout aircraft according to claim 3, wherein the grid is a structural grid established by ICEM in longitudinal aerodynamic characteristic simulation of the selected key Reynolds number.
5. The Reynolds number effect correction method for the longitudinal aerodynamic coefficient of a flying wing layout aircraft according to claim 4, wherein the calculation of different Reynolds numbers is performed by model scaling in longitudinal aerodynamic characteristic simulation of the selected key Reynolds numbers.
6. The Reynolds number effect correction method for the longitudinal aerodynamic coefficient of flying wing layout aircraft according to any one of claims 1 to 5, wherein the key coefficient includes a lift line slope CLαZero angle of attack lift coefficient CLα＝0°Maximum coefficient of lift CLmaxPneumatic focus CmCLZero lift moment Cm0Maximum usable lift coefficient CLmax available(ii) a The simulation key coefficient includes (C)Lα)Simulation (Emulation)、(CLα＝0°)Simulation (Emulation)、(CLmax)Simulation (Emulation)、(A)Simulation (Emulation)、(B)Simulation (Emulation)、(C)Simulation (Emulation)、(CmCL)Simulation (Emulation)、(Cm0)Simulation (Emulation)、(CLmax available)Simulation (Emulation)(ii) a The key coefficients of the experiment include (C)Lα)Test of、(CLα＝0°)Test of、(CLmax)Test of、(A)Test of、(B)Test of、(C)Test of、(CmCL)Test of、(Cm0)Test of、(CLmax available)Test of。
7. The Reynolds number effect correction method for the longitudinal aerodynamic coefficient of flying wing configuration airplane according to claim 6, wherein the derived longitudinal aerodynamic coefficient correction formula is:
(1) correcting a lift coefficient:
lift coefficient linear segment:
(CL)correction＝(CLα)Simulation (Emulation)*α+(CLα＝0°)Simulation (Emulation)；
Correcting a lift coefficient nonlinear section:
(CL)correction＝(CL)Test of+((CLα)Simulation (Emulation)-(CLα)Test of)*α+((CLα＝0°)Simulation (Emulation)-(CLα＝0°)Test of)；
(2) And (3) resistance coefficient correction:
(CD)correction＝(CD)Test of+((A)Simulation (Emulation)-(A)Test of)*α2+((B)Simulation (Emulation)-(B)Test of)*α+((C)Simulation (Emulation)-(C)Test of)；
(3) And (3) correcting the pitching moment coefficient:
linear pitch moment coefficient segment:
(Cm)correction＝(CmCL)Simulation (Emulation)*CL+(Cm0)Simulation (Emulation)；
Pitch moment coefficient non-linear section:
(Cm)correction＝(Cm)Test of+((CmCL)Simulation (Emulation)-(CmCL)Test of)*α+((Cm0)Simulation (Emulation)-(Cm0)Test of)
Where α is the angle of attack of the aircraft.
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| CN115200826A (en) * | 2022-09-16 | 2022-10-18 | 中国空气动力研究与发展中心高速空气动力研究所 | Leeward vortex breaking attack angle correction method for backpack type air inlet small-aspect-ratio flying wing layout |
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