CN112572761A - Cross-airspace steady laminar flow airfoil with low-resistance high-divergence Mach number high lift - Google Patents

Cross-airspace steady laminar flow airfoil with low-resistance high-divergence Mach number high lift Download PDF

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CN112572761A
CN112572761A CN202011475602.4A CN202011475602A CN112572761A CN 112572761 A CN112572761 A CN 112572761A CN 202011475602 A CN202011475602 A CN 202011475602A CN 112572761 A CN112572761 A CN 112572761A
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高正红
赵欢
夏露
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Northwestern Polytechnical University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/10—Shape of wings
    • B64C3/14—Aerofoil profile
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/10—Shape of wings
    • B64C3/14—Aerofoil profile
    • B64C2003/146—Aerofoil profile comprising leading edges of particular shape
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/10—Shape of wings
    • B64C3/14—Aerofoil profile
    • B64C2003/147—Aerofoil profile comprising trailing edges of particular shape
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T50/10—Drag reduction

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Abstract

The invention designs a cross-airspace steady laminar flow airfoil profile with low resistance and high divergence Mach number and high lift force, wherein the radius of the front edge of the airfoil is 0.02506, the maximum relative thickness of the airfoil is 15.07 percent and is positioned at the chord length of 40.7 percent of the airfoil, the maximum camber is 0.02855 and is positioned at the chord length of 55.0 percent of the airfoil, and the included angle of the rear edge is 13.80 degrees. Within the designed wide Mach number, wide lift coefficient and wide Reynolds number range, the robust aerodynamic characteristics of the airfoil meet the requirements of the unmanned aerial vehicle airfoil on high-performance airfoil in long voyage in the cross-airspace adjacent space; meanwhile, the design of the curvature change of the upper surface and the lower surface of the wing profile and the proper backward movement of the maximum thickness and the maximum curvature provide high resistance divergence Mach number, low basic resistance coefficient and good moment characteristic, and lay a foundation for the design of future low-dynamic near space aircrafts and high-altitude long-endurance unmanned aerial vehicles.

Description

Cross-airspace steady laminar flow airfoil with low-resistance high-divergence Mach number high lift
Technical Field
The invention belongs to the technical field of high-speed high-lift laminar flow airfoil profiles, and particularly relates to a cross-airspace steady laminar flow airfoil profile with low-resistance high-divergence Mach number high lift.
Background
The new generation near space long-endurance unmanned aerial vehicle represented by the United states RQ-180 requires ultra-long stagnation, high subsonic flight, remote cruising and high maneuvering characteristics to maintain the requirements of strong continuous reconnaissance capability and 'reconnaissance and flight integration', and can adapt to the requirement of flying from an aviation space to a near space in a large range, namely crossing airspace. These requirements make such aircraft desirable to maintain highly robust aerodynamic performance over a large range of reynolds numbers, a large range of mach numbers, and a high range of lift coefficients. Because of low high altitude and low density, the aircraft needs high lift wing profile to provide necessary conditions for cruising, and the adoption of laminar wing profile design is the most effective solution (for example, the cruising height of global eagle unmanned plane RQ-4A/B is above 18000 m, the unmanned plane with longest flight time, farthest distance and highest airspace so far, one of the key technologies is the design of advanced high-speed high-lift natural laminar wing profile/wing, the design lift coefficient of global eagle unmanned wing profile is about 1.0, and the design lift coefficient of subsonic wing profile is much lower). The advanced high-speed high-lift laminar flow airfoil enables the global hawk to have excellent performance in complex flight environment and different combat requirements on the basis of low-dynamic long-endurance flight. Moreover, the united states and the like are still dedicated to developing a new energy remote strategic unmanned aerial vehicle with high altitude, high stealth and long endurance, so that the aircraft has high stealth capability and higher energy efficiency while flying in a cross-airspace, which brings challenges to the design of advanced high-speed high-lift laminar flow wing profiles.
The early natural laminar flow airfoil profile generally promotes the expansion of the laminar flow range by obtaining a larger forward pressure range through backward movement of the maximum thickness position, so that the laminar flow airfoil profile generally has a small radius of a front edge, the pressure of a rear section is quickly volatilized, and a backward pressure gradient is larger, so that separation is easily caused, and the high lift characteristic is influenced. Therefore, the design features of the early laminar flow airfoil make it difficult to adapt to two types of use requirements, namely, to maintain laminar flow under supercritical conditions (the contradiction between supercritical design and laminar flow design in pressure distribution morphology), and to maintain laminar flow under high lift conditions. In addition, in order to enable the wing to have higher rigidity and certain oil storage capacity, the thickness of the wing profile adopted by the wing is generally between 13% and 17%, for example, the maximum thickness of the wing profile of the eagle unmanned aerial vehicle is required to be 15%. Meanwhile, the minimum pressure point on the upper surface of the airfoil cannot be too far back, otherwise the back half section of the airfoil has too large reverse pressure gradient to cause the premature occurrence of airflow separation. Therefore, laminar flow airfoils for such aircraft need to maintain highly robust performance over high speeds (Mach numbers 0.5-0.7), high lift (lift coefficient 0.8-1.2), and low Reynolds numbers (5E5-3E 6). The large thickness makes the upper surface of the airfoil generate strong shock waves in a supersonic speed area, and further the contradiction of supercritical design and laminar flow design on pressure distribution morphology (namely the contradiction that the long forward pressure gradient maintains laminar flow and the trailing edge recovery area is short and easy to separate) and the contradiction between high lift and a large laminar flow area (namely the higher lift requires larger bending, so that the upper surface of the thick airfoil is easy to generate strong shock waves or reverse pressure gradient during high subsonic cruising, and further the development of the laminar flow area is influenced) can be faced at the same time.
Some of the classical laminar flow airfoil designs and design methods described above either have a large leading edge radius at low speed to accelerate the leading edge flow for high lift, or have a small leading edge radius at transonic speed to achieve a longer compliant range by moving back the maximum thickness position to enlarge the laminar flow region. Therefore, it is very difficult to meet the high design requirements of the unmanned aerial vehicle airfoil profile in long voyage across the airspace adjacent space by directly using the airfoil profiles or popularizing the design methods of the airfoil profiles. The traditional natural laminar flow airfoil design only considers the problem of single-point optimized drag reduction, the designed aerodynamic profile can keep a longer laminar flow zone at a design point, but the fluctuation of the flight environment can cause the instability of the laminar flow zone to further cause the sudden deterioration of the performance of the aircraft. Therefore, how to optimize and design the aerodynamic profile of the natural laminar flow without adopting an active control technology so that a stable large-range laminar flow area can be maintained within the influence range of uncertain factors is a difficulty in designing the high-speed high-lift natural laminar flow airfoil/wing. In addition, the reynolds number has important influence on the key factors for maintaining laminar flow, so that the design difficulty of the high-performance natural laminar flow airfoil/wing is the design difficulty of how to design the corresponding pressure distribution form under different reynolds numbers, whether the strict pressure gradient and the pressure length are required, and how to make the gain for reducing the friction resistance far greater than the sacrifice of the pressure difference resistance. Meanwhile, the airfoil profile is required to adapt to cross-airspace complex condition flight and meet the design requirement of natural laminar flow, so that the airfoil profile is very sensitive to fluctuation of various parameters such as Mach number, flight attack angle, Reynolds number, turbulence degree, surface roughness and the like, and the aerodynamic performance is very easy to be rapidly deteriorated when some parameters fluctuate. This makes it difficult for conventional design methods or means to design an airfoil that meets the requirements, and therefore a robust optimization design method is necessary to maintain the high robust aerodynamic performance of the designed high-speed high-lift natural laminar flow airfoil in the wide mach number, high lift and low reynolds number ranges.
Disclosure of Invention
In order to solve the problems in the prior art, the invention provides a cross-airspace steady laminar flow airfoil with low resistance and high divergence Mach number and high lift.
The airfoil shape has larger leading edge radius, and ensures the proper accelerating flow and suction peak value of the leading edge. The curvature change of the position of the 20% chord length on the upper surface of the wing section is gentle, the flow starts to recover slowly after the peak value of the suction force, a weak inverse pressure gradient is generated, the laminar flow area can continue to develop until the curvature of the upper surface starts to change rapidly at the position of the 60% chord length, transition occurs and the pressure starts to recover rapidly, and the transition position of the upper surface is extended to the length of the 65% chord length of the wing section.
Compared with a common high-speed laminar flow airfoil (such as an NLR7301 airfoil), the airfoil has the advantages that the radius of the front edge is larger, the maximum camber is smaller, the position of the maximum thickness and the maximum camber moves backwards, and the included angle of the rear edge is smaller, so that a large suction peak value is generated on the upper surface of the airfoil, a large-range low-pressure area is formed, the requirement of high lift is met, then the curvature of the upper surface changes slowly, the position of the maximum thickness and the maximum camber moves backwards, the sensitivity of the airfoil along with the change of Mach number is enhanced while the low resistance is maintained, and the resistance divergence Mach number is increased to 0.66. Meanwhile, the control of the moment characteristic is enhanced by the design of the included angle of the trailing edge.
Specifically, the technical scheme of the invention is as follows:
the cross-airspace stable laminar flow airfoil with high divergence Mach number and high lift force has a leading edge radius of 0.02506, a maximum relative thickness of 15.07% and a maximum camber of 0.02855, wherein the maximum relative thickness is located at 40.7% chord length of the airfoil, the maximum camber is located at 55.0% chord length of the airfoil, and a trailing edge included angle is 13.80 degrees.
Further, the geometrical coordinate expressions of the upper surface and the lower surface of the airfoil are respectively
Figure BDA0002835243810000031
Figure BDA0002835243810000032
Wherein z isu(x) And zl(x) Respectively is the vertical coordinate position of the upper surface and the lower surface of the unit airfoil profile, x is the horizontal coordinate position of the profile point of the unit airfoil profile, Au,iAnd Al,i(i is 0,1,2 …,7) is the wing profile upper and lower surface fitting coefficient in the wing profile expression, z iste0.001357; the coefficient of fit of the upper and lower surfaces of the airfoil profile is
Figure BDA0002835243810000033
Further, the fitting coefficients of the upper surface and the lower surface of the airfoil are preferably as follows:
Figure BDA0002835243810000034
Figure BDA0002835243810000041
further, the coordinate positions of the upper surface and the lower surface of the wing section are as follows:
position of coordinate point on upper surface of airfoil
Figure BDA0002835243810000042
Figure BDA0002835243810000051
Position of coordinate point on lower surface of airfoil
Figure BDA0002835243810000052
Advantageous effects
The invention provides a cross-airspace steady laminar flow airfoil profile with low resistance and high divergence Mach number and high lift force, and within the range of the designed wide Mach number, wide lift force coefficient and wide Reynolds number, the steady aerodynamic characteristics of the airfoil profile meet the requirement of a cross-airspace near space long-endurance unmanned aerial vehicle airfoil profile on high performance; meanwhile, the design of the curvature change of the upper surface and the lower surface of the wing profile and the proper backward movement of the maximum thickness and the maximum curvature provide high resistance divergence Mach number, low basic resistance coefficient and good moment characteristic, and lay a foundation for the design of future low-dynamic near space aircrafts and high-altitude long-endurance unmanned aerial vehicles.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is an inventive airfoil geometry.
FIG. 2 is a pressure profile plot of an inventive airfoil at design points.
FIG. 3 is a comparison of an inventive airfoil geometry with an LRN1015 airfoil geometry.
FIG. 4 is a comparison of the inventive airfoil geometry to the LRN1015 airfoil geometry camber.
FIG. 5 is a comparison of inventive airfoil geometry to LRN1015 airfoil geometry thickness.
FIG. 6 is a graph comparing the pressure profile distribution at design point for the inventive airfoil and LRN1015 airfoil.
Fig. 7 is a comparison graph of the resistance-divergence curves of the inventive airfoil and the LRN1015 airfoil (CL 0.95 and Re 1.0e 6).
Fig. 8 is a comparison graph of lift-drag curves of the invention airfoil profile and LRN1015 airfoil profile (Ma ═ 0.63, Re ═ 1.0e 6).
Fig. 9 is a comparison of moment characteristics of the inventive airfoil and LRN1015 airfoil (Ma ═ 0.63, Re ═ 1.0e 6).
Fig. 10 is a comparison of the drag divergence curves of the inventive airfoil and LRN1015 airfoil (CL 0.95 and Re 2.0e 6).
Fig. 11 is a comparison graph of lift-drag curves of the inventive airfoil and LRN1015 airfoil (Ma ═ 0.63, Re ═ 2.0e 6).
Fig. 12 is a comparison of moment characteristics of the inventive airfoil and LRN1015 airfoil (Ma ═ 0.63, Re ═ 2.0e 6).
Detailed Description
The unmanned aerial vehicle of low developments near space aircraft, high altitude long endurance in the future requires to have great lift, very high efficiency, lower energy consumption of cruising, can adapt to the complicated flight condition on a large scale from traditional aviation space to near space simultaneously, and this makes the classic nature laminar flow wing section sensitive to flight condition be difficult to satisfy future needs. At present, the advanced high-altitude long-endurance unmanned aerial vehicles represented by the most advanced American Global eagle unmanned aerial vehicle all adopt high-aspect-ratio wings, the high-aspect-ratio wings can weaken the transition of the cross flow, so that the development of a laminar flow area is facilitated, the two-dimensional flow effect of the high-aspect-ratio wings is dominant, and the design of the wings directly determines the performance of the wings. Therefore, the key of the design of the unmanned aerial vehicle for long-term flight in the cross-airspace near space in the future lies in the design of the high-speed high-lift natural laminar flow airfoil with the robust characteristic.
In the embodiment, the cross-airspace steady laminar flow airfoil with low resistance and high divergence Mach number and high lift force is designed in the state that the lift coefficient is 0.95, the Mach number is 0.63, the Reynolds number is 1.0e6, and the turbulence degree is 0.5%. The radius of the front edge of the airfoil is 0.02506, the maximum relative thickness of the airfoil is 15.07%, the maximum relative thickness of the airfoil is located at the chord length of 40.7% of the airfoil, the maximum camber is 0.02855, the maximum relative thickness of the airfoil is located at the chord length of 55.0% of the airfoil, and the included angle of the rear edge is 13.80 degrees. It should be noted that, in the field of airfoil design, parameter descriptions are described by using dimensionless quantities, so that the leading edge radius, the maximum camber and subsequent airfoil coordinate descriptions are described by using dimensionless quantities, and the dimensionless process takes the airfoil chord length c as a reference.
The geometrical coordinate expressions of the upper surface and the lower surface of the specific airfoil profile are respectively
Figure BDA0002835243810000071
Figure BDA0002835243810000072
Wherein z isu(x) And zl(x) The vertical coordinate positions of the upper surface and the lower surface of the unit wing profile are respectively, x is the horizontal coordinate position of the outline point of the unit wing profile, and certainly, in the field of wing profile design, the range of the horizontal coordinate of the outline point of the unit wing profile is 0-1 according to dimensionless quantity expression; a. theu,iAnd Al,i(i is 0,1,2 …,7) is the wing profile upper and lower surface fitting coefficient in the wing profile expression, z iste0.001357; the coefficient of fit of the upper and lower surfaces of the airfoil profile is
Figure BDA0002835243810000073
And through numerical calculation, the airfoil profile obtained by the coefficient within the range of the upper and lower fluctuation not more than 0.5 percent has better performance.
The positions of the upper and lower surface coordinate points of the wing section of the embodiment are as follows:
position of coordinate point on upper surface of airfoil
Figure BDA0002835243810000081
Position of coordinate point on lower surface of airfoil
Figure BDA0002835243810000091
Compared with the aerodynamic performance calculation of the eagle unmanned aircraft airfoil, the airfoil has the advantages of lower resistance coefficient, higher resistance divergence Mach number and better torque characteristic at and near the design point.
TABLE 3 aerodynamic characteristics of the airfoil of the invention
Ma CL CD Cm
0.550 0.95000 0.00920 -0.11097
0.560 0.95000 0.00923 -0.11183
0.570 0.95000 0.00927 -0.11267
0.580 0.95000 0.00932 -0.11350
0.590 0.95000 0.00938 -0.11435
0.600 0.95000 0.00948 -0.11522
0.610 0.95000 0.00958 -0.11611
0.620 0.95000 0.00972 -0.11704
0.630 0.95000 0.00989 -0.11798
0.640 0.95000 0.01013 -0.11886
0.650 0.95000 0.01047 -0.11955
0.660 0.95000 0.01145 -0.11774
0.670 0.95000 0.01444 -0.11295
0.680 0.95000 0.02037 -0.10696
0.690 0.95000 0.03323 -0.08729
0.700 0.95000 0.03923 -0.10032
TABLE 4 aerodynamic characteristics of comparative airfoils
Ma CL CD Cm
0.550 0.95000 0.00986 -0.12979
0.560 0.95000 0.00993 -0.13090
0.570 0.95000 0.01004 -0.13204
0.580 0.95000 0.01016 -0.13328
0.590 0.95000 0.01034 -0.13452
0.600 0.95000 0.01056 -0.13587
0.610 0.95000 0.01088 -0.13720
0.620 0.95000 0.01154 -0.13820
0.630 0.95000 0.01354 -0.13693
0.640 0.95000 0.01919 -0.13092
0.650 0.95000 0.02664 -0.12491
0.660 0.95000 0.03352 -0.11957
0.670 0.95000 0.04043 -0.11969
0.680 0.95000 0.04623 -0.11839
0.690 0.95000 0.12941 -0.10496
0.700 0.95000 0.16787 -0.11992
As shown in the figure, the airfoil of the embodiment has a larger and proper leading edge radius A, so that the airflow around the leading edge of the airfoil can be quickly accelerated to the position of a suction peak point A ', the suction peak A' of the airfoil is kept proper and not high, and the slow recovery of the pressure of the trailing edge of the airfoil is facilitated while the lift force is increased. Then, the curve section from the leading edge A of the airfoil to the position of the maximum thickness, namely the profile section containing the position B, maintains the slower curvature change and the proper and lower curvature, so that the pressure distribution is slowly recovered from the position A ', namely the pressure distribution section where the position B' is located. The counter pressure gradient in the pressure slow recovery process is weaker, and the laminar flow cannot be caused to transition in the section B', so that the development of a laminar flow region and the low resistance coefficient of the airfoil are maintained. The rapid change in curvature at C of the airfoil facilitates transition around the airfoil flow at a location further aft from C, where appropriate the aft C location provides a longer laminar flow region in the upper surface of the airfoil and a lower pressure recovery point C'. The pressure recovery process from the position C' to the trailing edge of the airfoil is controlled to be slow, and with the proper increase of the Mach number or the attack angle (lift coefficient) of the airfoil, the region does not have the phenomenon of strong shock waves or separated flow caused by the over-quick pressure recovery, so that the problem that the resistance coefficient is increased violently after the change of the Mach number and the attack angle is avoided, the resistance divergence Mach number and the low pit range are improved, and the stable resistance characteristic is kept.
Calculations show that at a design reynolds number (1.0e6), the inventive airfoil has a large low resistance range and a low drag coefficient near the design point (CL 0.95, Ma 0.63), the design point drag coefficient being 0.00985, which is a 36.9counts reduction over the drag coefficient 0.01354 of the comparative airfoil LRN1015 (eagle drone wing airfoil). Meanwhile, the drag divergence Mach number of the airfoil is 0.66, which is improved by 0.04 compared with 0.62 of an LRN1015 airfoil, and the airfoil can keep a lower drag coefficient, namely a larger low-drag pit range, within a lift coefficient range of 0.2-1.1, and keep a similar trend within a wide Reynolds number range (0.5e6-3.0e6) and a remarkable advantage compared with the airfoil of the American global eagle unmanned aerial vehicle, namely the aerodynamic characteristic of stable cross airspace.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made in the above embodiments by those of ordinary skill in the art without departing from the principle and spirit of the present invention.

Claims (4)

1. A cross-airspace robust laminar flow airfoil with low-resistance high-divergence Mach number high lift is characterized in that: the radius of the front edge of the airfoil is 0.02506, the maximum relative thickness of the airfoil is 15.07%, the maximum relative thickness of the airfoil is located at the chord length of 40.7% of the airfoil, the maximum camber is 0.02855, the maximum relative thickness of the airfoil is located at the chord length of 55.0% of the airfoil, and the included angle of the rear edge is 13.80 degrees.
2. The cross-airspace robust laminar airfoil with low-resistance high-divergence mach number high lift according to claim 1, wherein: the geometrical coordinate expressions of the upper surface and the lower surface of the airfoil are respectively
Figure FDA0002835243800000011
Figure FDA0002835243800000012
Wherein z isu(x) And zl(x) Respectively is the vertical coordinate position of the upper surface and the lower surface of the unit airfoil profile, x is the horizontal coordinate position of the profile point of the unit airfoil profile, Au，iAnd Al，i(i is 0,1,2 …,7) is the wing profile upper and lower surface fitting coefficient in the wing profile expression, z iste0.001357; the coefficient of fit of the upper and lower surfaces of the airfoil profile is
Figure FDA0002835243800000013
3. The cross-airspace robust laminar airfoil with low-resistance high-divergence mach number high lift according to claim 2, wherein: the coefficient of fit of the upper and lower surfaces of the airfoil profile is
Figure FDA0002835243800000014
4. The cross-airspace robust laminar airfoil with low-resistance high-divergence mach number high lift according to claim 1, wherein: the positions of the upper surface and the lower surface of the wing section are as follows:
position of coordinate point on upper surface of airfoil
Figure FDA0002835243800000021
Position of coordinate point on lower surface of airfoil
Figure FDA0002835243800000031
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CN114194373A (en) * 2021-12-03 2022-03-18 中电科芜湖通用航空产业技术研究院有限公司 Aircraft wing and aircraft
CN114718903A (en) * 2022-04-19 2022-07-08 成都航空职业技术学院 High-performance wing section for heat dissipation axial flow fan
CN115593612A (en) * 2022-12-15 2023-01-13 中国空气动力研究与发展中心空天技术研究所（Cn） Self-leveling anti-stall high-performance airfoil
CN116227023A (en) * 2023-01-09 2023-06-06 西安交通大学 Laminar flow wing gradient optimization method considering cross flow
CN116654250A (en) * 2023-06-12 2023-08-29 西北工业大学 High-speed natural laminar flow airfoil suitable for low-torque high-resistance divergence Mach number of rotor wing
CN116674744A (en) * 2023-04-13 2023-09-01 西北工业大学 Low-moment low subsonic high lift-drag ratio 18% thickness laminar flow airfoil based on forward blade scheme

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