CN115180118A - High lift wing with joint jet flow control - Google Patents
High lift wing with joint jet flow control Download PDFInfo
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- CN115180118A CN115180118A CN202210923143.4A CN202210923143A CN115180118A CN 115180118 A CN115180118 A CN 115180118A CN 202210923143 A CN202210923143 A CN 202210923143A CN 115180118 A CN115180118 A CN 115180118A
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- flap
- wing
- nozzle
- front edge
- blowing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/36—Structures adapted to reduce effects of aerodynamic or other external heating
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C21/00—Influencing air flow over aircraft surfaces by affecting boundary layer flow
- B64C21/02—Influencing air flow over aircraft surfaces by affecting boundary layer flow by use of slot, ducts, porous areas or the like
- B64C21/04—Influencing air flow over aircraft surfaces by affecting boundary layer flow by use of slot, ducts, porous areas or the like for blowing
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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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- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/10—Drag reduction
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Toys (AREA)
- Turbine Rotor Nozzle Sealing (AREA)
Abstract
The invention discloses a high lift wing with combined jet flow control, which comprises a main wing body, wherein a flap is arranged at the tail edge of the main wing body; the main wing main body is provided with a front edge spray pipe, the bottom inlet of the front edge spray pipe is communicated with the jet device, and the top outlet of the front edge spray pipe is connected with the surface of the main wing main body; the flap is provided with an air blowing groove, the bottom inlet of the air blowing groove is communicated with the jet device, and the top mouthpiece of the air blowing groove is connected with the surface of the flap; through be provided with leading edge spray tube and air blow groove respectively on main wing main part and flap, leading edge spray tube and air blow groove all spout the air current of predetermineeing the efflux pressure ratio, leading edge spray tube efflux can postpone main wing inboard leading edge flagging and the separation of main wing upper surface that the well outside slat combines the wing because flow interference induction effectively, thereby increase lift by a wide margin and reduce the resistance, the lift-drag ratio income has obviously been increased, flap air blow groove efflux can reduce the disengagement zone that the efflux rear formed, show the lift of promotion wing.
Description
Technical Field
The invention relates to the technical field of aircraft wings, in particular to a high-lift wing with combined jet flow control.
Background
In order to achieve smooth and efficient takeoff and landing of an aircraft, the requirement of high lift required at a low speed in the process of taking off and landing is generally achieved by arranging a mechanical high lift device on the aircraft, wherein the traditional mechanical high lift device comprises a main wing, a leading edge slat, a trailing edge flap and the like. The leading edge slat and the trailing edge flap can generate large lift coefficient and simultaneously cause obvious noise pollution to the surrounding environment of an airport, and the retraction mechanism can also greatly increase the weight of the airplane, which brings new technical challenges for the development of advanced civil airplanes which need to consider environmental protection and economy. In recent years, attention has been paid and attempts have been made to use the inner wing close to the fuselage because the wing leading edge can be effectively prevented from noise caused by the leading-edge slat due to seamless bending sag or seamless overall sag, but the boundary between the inner leading-edge sag and the middle and outer leading-edge slat can cause early separation due to flow interference, so that the wing stalls in advance. At present, two airplanes which adopt the combination of the integral droop of the leading edge and the slat utilize the flow of the two sides of a hanging rack of a wing hanging engine to separate so as to delay the separation of the two sides, but for non-wing hanging engines and airplanes without hanging racks, an effective method for effectively delaying the bending of the leading edge or the early separation of the junction of the outer end surface of the droop section and the inner end surface of the slat is needed. On the other hand, any change of the flow of the leading edge can rapidly influence the flow of the trailing edge flap, and the separation state and the high lift effect of the trailing edge flap are changed, so that the active flow control such as adding small-flow jet flow on the flap can simplify the mechanism complexity of the multi-position accurate displacement of the mechanical high lift device, and the aerodynamic efficiency of the whole high lift system is improved through targeted distribution and application.
Disclosure of Invention
Aiming at the problems in the prior art, the invention provides a high lift wing with combined jet control, which introduces an active flow control scheme of single-point jet at a leading edge junction and single-slit jet at a trailing edge flap aiming at a flow splitting area by adding an advanced high lift configuration with the inner side of a leading edge bent and drooped in a leading edge slat and a trailing edge flap of the traditional mechanical high lift device, and solves the problems of advanced separation and limited high lift effect of the traditional mechanical high lift device.
In order to achieve the purpose of the invention, the technical scheme adopted by the invention is as follows:
the high lift wing with the combined jet flow control comprises a main wing body of a high-aspect-ratio wing, wherein a single-slit fullerene flap is arranged at the tail edge of the main wing body; the inner side of the front edge of the main wing main body is provided with a bending drooping section, and the outer side of the front edge is provided with a front edge slat. A leading edge spray pipe is arranged at the junction of the leading edge drooping section and the leading edge slat, and is of a contraction structure with a large opening at the air inlet end at the bottom and a small opening at the air jet end at the top; the ratio of the cross section area of the inlet at the bottom of the front edge spray pipe to the cross section area of the nozzle at the top of the front edge spray pipe is 5:1, the inlet at the bottom of the front edge spray pipe is communicated with the jet device, and the outlet at the top of the front edge spray pipe is connected with the local surface of the main wing body; the wing flap is provided with an air blowing groove at the position of 25 percent chord length, the bottom inlet of the air blowing groove is communicated with the jet device, and the top mouthpiece seam of the air blowing groove is connected with the surface of the wing flap.
Further, the optimal jet pressure ratio of the inlet of the leading edge nozzle is about 1.5, and the optimal jet pressure ratio of the inlet of the flap blowing groove ranges from 1.05 to 1.1.
Further, as a specific arrangement mode of the leading edge nozzle, for a wing research and blowing model of 1;
the spacing is 1.1 percent of the average aerodynamic chord length of the airplane, the width of the top nozzle of the front edge spray pipe is 1.28 percent of the average aerodynamic chord length of the airplane, and the height of the top nozzle of the front edge spray pipe is 0.64 percent of the average aerodynamic chord length of the airplane;
the included angle between the upper wall surface of the nozzle at the top of the front edge nozzle pipe and the upper surface of the main wing main body is 8 degrees, and the lower wall surface of the nozzle at the top of the front edge nozzle pipe is tangent to the lower surface of the main wing main body.
Further, as a specific arrangement mode of the flap blowing groove, the ratio of the sectional area of an inlet at the bottom of the blowing groove to the sectional area of a blowing opening at the top of the blowing groove is 5:1, the blowing direction of the blowing opening at the top of the blowing groove is consistent with the incoming flow direction of the upper surface of the flap, the height of the blowing opening at the top of the blowing groove is 1.5mm, which is about 0.19% of the average aerodynamic chord length of the airplane, the included angle between the upper wall surface at the blowing opening at the top of the blowing groove and the upper surface of the flap is 8 degrees, and the lower wall surface at the blowing opening at the top of the blowing groove is tangent to the upper surface of the flap.
The invention has the beneficial effects that: when the aircraft takes off and lands, the sharp increase of the resistance is mainly caused by the separation of the upper surface of the wing main body and the trailing edge of the flap, when the front flap and the rear flap have no jet flow, the flow at the joint of the inner side droop part and the middle and outer side slats of the leading edge of the wing can be separated in advance, and the trailing edge of the flap can be separated under a smaller attack angle; the research of the invention finds that under the condition of the given jet flow pressure ratio, the lift coefficient of the wing generates more obvious increment under the same attack angle, and the lift-drag ratio of the airplane is increased relatively to the original non-jet flow wing configuration along with the gradual increase of the attack angle. At a small attack angle, the jet flow on the upper surface of the trailing edge flap converts the original separation flow into attached flow, and at a large attack angle, the jet flow of the leading edge can effectively reduce the separation of the upper surface of the main wing at the joint of the inner droop part of the leading edge and the middle and outer slats, which is induced by flow interference, so that the lift-drag ratio gain is obviously increased. The effect of combined lift control is achieved for the whole wing.
Drawings
FIG. 1 is a schematic diagram of the overall structure of a high lift solution for an airfoil with combined jet control.
Fig. 2 is an enlarged cross-sectional view at a in fig. 1.
Fig. 3 is an enlarged cross-sectional view of the structure of fig. 1 at C.
Fig. 4 is an enlarged cross-sectional view of the structure shown at B in fig. 1.
FIG. 5 is a schematic view of the leading edge nozzle being disposed on the main wing body in an enlarged view.
FIG. 6 is a schematic view of the leading edge nozzle of FIG. 5 positioned on the main wing body at D and partially enlarged.
FIG. 7 is a schematic view of an original jettisoningeless airfoil configuration and airfoil profile configuration.
Fig. 8 isbase:Sub>A schematic sectional view along the directionbase:Sub>A-base:Sub>A in fig. 7.
Fig. 9 is a schematic cross-sectional view taken along the direction B-B in fig. 7.
FIG. 10 is a graph of the relationship between the original jet-free wing configuration and the lift coefficient of the wing with the present solution combined jet control as a function of the angle of attack.
FIG. 11 is a plot of the surface flow lines on the wing at a lower angle of attack for the original jet-free wing configuration and the wing with the present approach combined jet control.
FIG. 12 is a plot of the surface flow profile of the original jettisoningerless airfoil configuration at a larger angle of attack with the airfoil having the present approach in combination with fluidic control.
FIG. 13 is a spatial streamline distribution plot near the leading edge jet location for this scenario.
Wherein, 1, main wing main body; 2. a flap; 3. a leading edge nozzle; 4. a flap blowing slot; 5. leading-edge slats.
Detailed Description
The following description of the embodiments of the present invention is provided to facilitate the understanding of the present invention by those skilled in the art, but it should be understood that the present invention is not limited to the scope of the embodiments, and it will be apparent to those skilled in the art that various changes may be made without departing from the spirit and scope of the invention as defined and defined in the appended claims, and all matters produced by the invention using the inventive concept are protected.
As shown in fig. 1 to 6, the present invention provides a high lift wing with combined jet control, which comprises a main wing body 1, a flap 2 is arranged at the trailing edge of the main wing body 1; a leading edge spray pipe 3 is arranged at the position, close to the junction of the leading edge drooping section of the main wing body 1 and the middle and outer side slats, of the leading edge main body 1, and the leading edge spray pipe 3 is of a contraction structure with a large opening at the air inlet end at the bottom and a small opening at the air jet end at the top; the ratio of the sectional area of the bottom inlet of the front edge nozzle 3 to the sectional area of the top nozzle of the front edge nozzle 3 is 5:1, the bottom inlet of the front edge nozzle 3 is communicated with a jet device, and the top outlet of the front edge nozzle 3 is connected with the surface of the main wing body 1; the flap 2 is provided with a blowing groove 4 at the position of 25 percent of chord length, the bottom inlet of the blowing groove 4 is communicated with the jet device, and the top blowing opening of the blowing groove 4 is connected with the surface of the flap 2; through be provided with leading edge spray tube 3 and air blow groove 4 on main wing main part 1 and flap 2 respectively, leading edge spray tube 3 and air blow groove 4 all spout the air current of predetermineeing the efflux pressure ratio, when big incidence, leading edge spray tube 3 efflux can postpone main wing main part 1 surface separation that the vortex interference of main wing main part 1 surface is induced owing to the outer terminal surface of the sagging section of leading edge and the interior terminal surface of slat 5 effectively, thereby increase lift by a wide margin and reduce the resistance, the lift-drag ratio income has obviously been increased, 4 efflux of air blow groove can reduce the flow separation region that the efflux rear formed, show the ring volume that promotes local airfoil, reach the effect of jointly increasing lift control to whole wing.
The wing lift resistance is different under different jet pressure ratios, and the lift coefficient is improved relative to the original jet-free wing configuration shown in fig. 4-9 after the jet pressure ratio of the air blowing groove 4 on the flap 2 reaches 1.05. For the drag coefficient, when the pressure ratio reaches 1.05, the drag coefficient is smaller than the original configuration, and the jet control of the flap 2 achieves the drag reduction effect. From the lift-drag ratio, after the jet pressure ratio of the air blowing groove 4 reaches 1.05, the jet pressure ratio of the air blowing groove 4 of the flap 2 can obviously improve the lift-drag ratio of the airfoil section. In summary, the jet pressure ratio of the air blowing grooves 4 on the flap 2 should be more than 1.05, and is preferably 1.1 for the combined increase of the front jet and the rear jet.
As shown in fig. 5 and 6, as a specific arrangement manner of the leading edge nozzle 3, for a wing research and blowing model of 1.
As shown in fig. 10, under the condition of the jet pressure ratio, when the angle of attack is small, the lift force of the wing in the scheme is uniformly increased in a small range compared with the original non-jet wing configuration shown in fig. 7 to 9, when the angle of attack of the wing is greater than 6 degrees, the lift force starts to be obviously increased, the increment of the maximum lift coefficient reaches 13.6%, and the stall angle of attack is increased by 2 degrees. At high angles of attack, the combined jet control also significantly increases the lift-to-drag ratio gain of the wing.
As shown in fig. 11, the left side is the surface streamline distribution diagram of the original jet-free wing configuration shown in fig. 7 to 9, the right side is the surface streamline distribution diagram of the combined jet control wing in the present scheme, and when the attack angle is 8 °, the original wing configuration shows that the trailing edge of the flap 2 is obviously separated; after jet flow control is adopted in the scheme, the trailing edge flow of the flap 2 can be attached, and the flow separation disappears.
As shown in fig. 12, the left side is the surface streamline distribution diagram of the original jet-free wing configuration, and the right side is the surface streamline distribution diagram of the combined jet flow control wing in the scheme, when the attack angle is 14 °, the drooping of the leading edge of the original wing configuration and the upper surface of the wing at the boundary of the leading edge seam are locally separated, and the trailing edge of the flap 2 is also separated; after the scheme adopts the combined jet control, because the droop part of the front edge is injected with energy, the flow separation of the upper surface of the wing disappears, and meanwhile, the flow separation of the rear edge of the wing flap 2 disappears due to the energy injection of the upper surface of the wing flap 2.
As shown in fig. 13, the spatial streamline distribution near the leading edge jet position shows that the flows are well attached to the upper surface of the wing and the upper surface of the flap, and at a large attack angle, the jet of the leading edge nozzle 3 more effectively eliminates the large-area separation of the upper surface of the wing main body 1 at the joint of the leading edge inner side droop and the middle and outer side slat 5, thereby increasing the lift-drag ratio gain.
Claims (4)
1. A high lift wing with combined jet flow control is characterized by comprising a main wing body, wherein a flap is arranged at the tail edge of the main wing body;
the front edge spray pipe is arranged at the drooping section of the front edge of the inner wing of the main wing body and is of a contraction structure with a large opening at the air inlet end at the bottom and a small opening at the nozzle end at the top; the ratio of the cross section area of the inlet at the bottom of the front edge spray pipe to the cross section area of the nozzle at the top of the front edge spray pipe is 5:1, the inlet at the bottom of the front edge spray pipe is communicated with the jet device, and the outlet at the top of the front edge spray pipe is connected with the surface of the main wing body;
the wing flap is provided with a blowing groove at the position of 25% chord length, the bottom inlet of the blowing groove is communicated with the jet device, and the top blowing port of the blowing groove is connected with the surface of the wing flap.
2. A high lift airfoil with combined jet control as claimed in claim 1 wherein the jet pressure ratio at the leading edge nozzle inlet is 1.5 and the jet pressure ratio at the flap blowgroove inlet ranges from 1.05 to 1.1.
3. The high lift airfoil with combined jet control of claim 1, wherein the distance between the nozzle at the top of the leading edge nozzle and the outer end face of the leading edge drooping section is 8.6mm, the width of the nozzle at the top of the leading edge nozzle is 10mm, and the height of the nozzle is 5mm;
the spacing is 1.1 percent of the average aerodynamic chord length of the airplane, the width of the top nozzle of the front edge spray pipe is 1.28 percent of the average aerodynamic chord length of the airplane, and the height of the top nozzle of the front edge spray pipe is 0.64 percent of the average aerodynamic chord length of the airplane;
the included angle between the upper wall surface of the nozzle at the top of the front edge nozzle pipe and the upper surface of the main wing main body is 8 degrees, and the lower wall surface of the nozzle at the top of the front edge nozzle pipe is tangent to the lower surface of the main wing main body.
4. The high-lift wing with combined jet control according to claim 1, wherein the ratio of the cross-sectional area of the inlet at the bottom of the flap blowing slot to the cross-sectional area of the blowing slot at the top of the flap blowing slot is 5:1, the blowing direction of the blowing slot at the top of the blowing slot is consistent with the incoming flow direction of the upper surface of the flap, the height of the blowing slot at the top of the blowing slot is 1.5mm, the height of the blowing slot at the top of the blowing slot is 0.19% of the average aerodynamic chord length of the airplane, the included angle between the upper wall surface at the blowing slot at the top of the blowing slot and the upper surface of the flap is 8 °, and the lower wall surface at the blowing slot at the top of the blowing slot is tangent to the upper surface of the flap.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210923143.4A CN115180118B (en) | 2022-08-02 | 2022-08-02 | High-lift wing with combined jet control |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210923143.4A CN115180118B (en) | 2022-08-02 | 2022-08-02 | High-lift wing with combined jet control |
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| Publication Number | Publication Date |
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| CN115180118A true CN115180118A (en) | 2022-10-14 |
| CN115180118B CN115180118B (en) | 2023-05-19 |
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Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2088521A (en) * | 1980-11-26 | 1982-06-09 | Walmsley Sidney | Inducing lift on a stationary wing |
| US4447027A (en) * | 1979-01-02 | 1984-05-08 | The Boeing Company | Upper surface blown powered lift system for aircraft |
| CN101323371A (en) * | 2008-06-24 | 2008-12-17 | 北京航空航天大学 | Lift augmenter with united jet flow structure on wing flap |
| CN104859844A (en) * | 2015-05-16 | 2015-08-26 | 中国航空工业集团公司哈尔滨空气动力研究所 | Flap zero mass flow/jet flow control system |
| CN105775159A (en) * | 2016-03-07 | 2016-07-20 | 南京航空航天大学 | Design method for air-blowing ports with function of suppressing separated flow of wings |
| CN107264777A (en) * | 2017-06-16 | 2017-10-20 | 青岛华创风能有限公司 | Two-way active control downstream fluid exciting bank |
| CN107344613A (en) * | 2017-06-16 | 2017-11-14 | 青岛华创风能有限公司 | A kind of fluid motivational techniques for wing and blade |
| CN109665090A (en) * | 2019-01-28 | 2019-04-23 | 李少泽 | A kind of circulation control deformation wing flap for supersonic wing |
| CN113071667A (en) * | 2021-03-12 | 2021-07-06 | 南京航空航天大学 | Method for improving wave resistance of amphibious aircraft based on active flow control technology |
| CN113619772A (en) * | 2021-10-09 | 2021-11-09 | 中国航空研究院 | Jet-type second grade spout circulation control wing section in coordination |
| US20220194562A1 (en) * | 2020-12-23 | 2022-06-23 | The Boeing Company | Air acceleration at slot of wing |
-
2022
- 2022-08-02 CN CN202210923143.4A patent/CN115180118B/en active Active
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4447027A (en) * | 1979-01-02 | 1984-05-08 | The Boeing Company | Upper surface blown powered lift system for aircraft |
| GB2088521A (en) * | 1980-11-26 | 1982-06-09 | Walmsley Sidney | Inducing lift on a stationary wing |
| CN101323371A (en) * | 2008-06-24 | 2008-12-17 | 北京航空航天大学 | Lift augmenter with united jet flow structure on wing flap |
| CN104859844A (en) * | 2015-05-16 | 2015-08-26 | 中国航空工业集团公司哈尔滨空气动力研究所 | Flap zero mass flow/jet flow control system |
| CN105775159A (en) * | 2016-03-07 | 2016-07-20 | 南京航空航天大学 | Design method for air-blowing ports with function of suppressing separated flow of wings |
| CN107264777A (en) * | 2017-06-16 | 2017-10-20 | 青岛华创风能有限公司 | Two-way active control downstream fluid exciting bank |
| CN107344613A (en) * | 2017-06-16 | 2017-11-14 | 青岛华创风能有限公司 | A kind of fluid motivational techniques for wing and blade |
| CN109665090A (en) * | 2019-01-28 | 2019-04-23 | 李少泽 | A kind of circulation control deformation wing flap for supersonic wing |
| US20220194562A1 (en) * | 2020-12-23 | 2022-06-23 | The Boeing Company | Air acceleration at slot of wing |
| CN113071667A (en) * | 2021-03-12 | 2021-07-06 | 南京航空航天大学 | Method for improving wave resistance of amphibious aircraft based on active flow control technology |
| CN113619772A (en) * | 2021-10-09 | 2021-11-09 | 中国航空研究院 | Jet-type second grade spout circulation control wing section in coordination |
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| Publication number | Publication date |
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| CN115180118B (en) | 2023-05-19 |
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