CN116252944B - High lift-drag ratio tight coupling double-wing pneumatic layout of medium-low Reynolds number micro aircraft - Google Patents
High lift-drag ratio tight coupling double-wing pneumatic layout of medium-low Reynolds number micro aircraft Download PDFInfo
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- CN116252944B CN116252944B CN202310523848.1A CN202310523848A CN116252944B CN 116252944 B CN116252944 B CN 116252944B CN 202310523848 A CN202310523848 A CN 202310523848A CN 116252944 B CN116252944 B CN 116252944B
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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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- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Abstract
The invention belongs to the technical field of pneumatic layout design of microminiature aircrafts, and relates to a high lift-drag ratio tight coupling double-wing pneumatic layout of a medium-low Reynolds number microminiature aircrafts, which comprises a front wing, a rear wing, an end plate, a fuselage and the like, wherein the rear wing is arranged at the rear lower part of the front wing, and the wingtip of the rear wing is connected with the wingtip or the lower wing surface of the front wing through the end plate; the ratio of the spreading length of the front wing to the spreading length of the rear wing is within the range of 1-2; in the double-wing section taken along the vertical plane of the airflow direction when the microminiature aircraft flies, the section chord length ratio of the front wing to the rear wing is within the range of 1-3; the vertical distance between the front edge of the section of the front wing and the front edge of the section of the rear wing is 5-30% of the section chord length of the front wing; the section chord length of the front wing, wherein the horizontal distance between the section front edge of the front wing and the section front edge of the rear wing is 80-110%; the included angle between the chord lines of the front wing and the rear wing is 0-15 degrees. The maximum lift-drag ratio is improved through the double-wing tight coupling design, so that the pneumatic efficiency of the microminiature aircraft is improved.
Description
Technical Field
The invention belongs to the technical field of pneumatic layout design of microminiature aircrafts, and particularly relates to a high lift-drag ratio tight coupling double-wing pneumatic layout of a medium-low Reynolds number microminiature aircraft.
Background
The lift-drag ratio is an important parameter for evaluating the aerodynamic characteristics of a microminiature aircraft and representing the aerodynamic efficiency of the aircraft, and directly influences the endurance time, range and load capacity of the aircraft. Therefore, the pursuit of high lift-to-drag ratio is always one of the main objectives of microminiature aircraft design.
However, microminiature aircraft are small in size and low in flying speed, and therefore the reynolds number is in the medium-low range (10 5 ~10 6 Magnitude) far lower than the conventional large and medium-sized aircraft (10) 7 ~10 8 Magnitude). Under the medium and low Reynolds numbers, the influence of air viscosity is larger, so that the aerodynamic characteristics of the airfoil are obviously reduced compared with the situation of high Reynolds numbers, and the method is mainly characterized in that: (1) The lift coefficient is reduced, the resistance coefficient is increased, the lift-drag ratio of the whole aircraft is reduced, and the endurance time and the range are influenced; (2) The air flow separation and transition are easier to occur,further reducing the aerodynamic performance of the airfoil.
In order to improve the lift-drag ratio of the microminiature aircraft under the medium and low Reynolds numbers, methods such as active flow control, airfoil optimization and the like are generally adopted. Active flow control is achieved by actively applying disturbances (such as mass, energy, etc.) in the flow and coupling the disturbances with the mainstream flow to achieve lift-enhancing drag reduction for the micro-aircraft and improve aerodynamic performance. The airfoil optimization is an optimization searching method, takes parameters such as lift-drag ratio and the like as an objective function, and applies a certain optimization means to optimally design the airfoil under a given constraint condition to obtain the appearance with the optimal lift-drag ratio.
However, the active flow control needs to arrange components such as blowing air, jet flow, a matched system and the like, so that the structural complexity of the aircraft is increased, the aircraft is limited by the size of the microminiature aircraft, and the application difficulty is high; and the active flow control requires additional power consumption, reducing the payload and endurance of the aircraft. The airfoil optimization only optimizes the existing airfoil, and a large number of research results show that the method has limited lifting space for the lift-drag ratio of the microminiature aircraft.
In addition, there is a aerodynamic configuration of an aircraft using trailing edge support wings that proposes mounting the support wings below the trailing edges of the main wings on both sides of the aircraft fuselage to compromise aerodynamic and structural efficiency of the aircraft. However, the layout is mainly applicable to large and medium-sized aircrafts with higher Reynolds numbers, and cannot be applied to microminiature aircrafts.
Disclosure of Invention
Aiming at the problem that the lift-drag ratio of the microminiature aircraft is reduced in the middle-low Reynolds number range, the invention provides the high lift-drag ratio tight coupling double-wing pneumatic layout of the middle-low Reynolds number microminiature aircraft. The aerodynamic layout adopts a tightly coupled double-wing form, the rear wing is arranged at the rear lower part of the front wing, a wing difference angle exists between the rear wing and the front wing, and the lift-drag ratio is improved by utilizing the tightly coupled action between the double wings under the medium-low Reynolds number flow. The technical scheme adopted by the invention is as follows:
the high lift-drag ratio tightly coupled double-wing aerodynamic layout of the medium-low Reynolds number microminiature aircraft comprises a front wing, a rear wing, an end plate, a fuselage and the like; the front wing and the rear wing form a tightly coupled double wing, the front wing is an upper single wing and is arranged on two sides of the fuselage, the rear wing is a lower single wing and is arranged at the downstream of the front wing relative to the incoming flow direction, and the wingtip of the rear wing is connected with the wingtip or the lower wing surface of the front wing through the streamline end plate;
the size and the position relation of the double wings meet the tight coupling design, and specific design parameters are as follows: the ratio of the span length of the front wing to the span length of the rear wing is spr, and spr=1-2; in the section of the double wings cut along the vertical plane of the airflow direction in the flight process of the microminiature aircraft, the ratio of the section chord length of the front wing to the section chord length of the rear wing is chr, and chr=1-3; the vertical distance between the front edge of the section of the front wing and the front edge of the section of the rear wing is a percent of the section chord length of the front wing, and a=5-30; the horizontal distance between the front edge of the section of the front wing and the front edge of the section of the rear wing is b% of the section chord length of the front wing, and b=80-110; the included angle between the chord line of the front wing and the chord line of the rear wing is defined as a wing difference angle theta, and theta=0 DEG-15 deg.
Further, the microminiature aircraft may be of a tailless configuration, further comprising a propeller disposed at the leading edge of the leading wing near the wing tip.
Further, the microminiature aircraft may be of the flying wing type, further comprising a propeller disposed in the middle of the leading edge of the front wing.
Further, the microminiature aircraft can be in a V-tail layout, and further comprises a V-shaped tail wing which is arranged at the tail part of the aircraft body.
Compared with the prior art, the invention has the beneficial effects that:
1. the invention can improve the maximum lift-drag ratio of the whole double wings by reasonably designing the size and the relative position of the double wings, and can obtain the maximum lift-drag ratio exceeding the single wing layout, thereby improving the whole aerodynamic efficiency of the aircraft.
2. According to the invention, passive flow control is realized through the tight coupling effect of the double wings, no lift-increasing drag reduction components such as blowing and sucking air, jet flow and the like are required to be arranged, and the structure is simple and the reliability is high; the endurance and range of the microminiature aircraft can be improved without extra energy consumption.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
FIG. 1 is an overall schematic of a high lift-to-drag ratio tightly coupled double wing aerodynamic layout (tailless layout) of a low Reynolds number micro-aircraft in accordance with the present invention.
FIG. 2 is an overall schematic of a high lift-to-drag ratio close-coupled double-wing aerodynamic layout (flying-wing layout) of a low Reynolds number micro-aircraft in accordance with the present invention.
FIG. 3 is an overall schematic of a high lift-to-drag ratio tightly coupled double wing aerodynamic layout (V-tail layout) of a low Reynolds number micro-aircraft of the present invention.
FIG. 4 is a schematic diagram of the relationship between the front and rear wing positions of a high lift-drag ratio close-coupled double-wing aerodynamic layout of a low Reynolds number micro-aircraft in accordance with the present invention.
FIG. 5 is a graph comparing the lift-drag ratio of a high lift-drag ratio close-coupled double wing aerodynamic layout of a low Reynolds number micro-aircraft with the lift-drag ratio of a conventional two-dimensional single wing layout with the change of an attack angle.
Reference numerals illustrate:
1-front wing, 2-rear wing, 3-end plate, 4-fuselage, 5-propeller, 6-tail
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to fall within the scope of the invention.
In the tightly-coupled double-wing pneumatic layout, the microminiature aircraft consists of a front wing 1, a rear wing 2, an end plate 3, a fuselage 4 and other parts; according to the specific type of the aircraft, the propeller 5, the tail wing 6 and other parts can be arranged, as shown in fig. 1-3. Wherein, the front wing 1 is arranged as an upper single wing, the rear wing 2 is arranged as a lower single wing, and adverse effects on the volume and structure of the fuselage 4 can be avoided when the front wing 1 and the rear wing 2 are connected with the fuselage 4. The rear wing 2 is located at the trailing edge position of the front wing 1, i.e. the rear wing 2 is located downstream of the front wing 1 with respect to the incoming flow direction. The wingtip of the rear wing 2 is connected to the wingtip or lower surface of the front wing 1 through an end plate 3. The extension, section airfoil and chord length of the front wing 1 and the rear wing 2 can be specifically designed according to the aerodynamic design requirement, but the extension of the rear wing 2 is not greater than the extension of the front wing 1, and in the double-wing section taken along the vertical plane of the airflow direction in the flight of the aircraft, the chord length of the rear wing 2 is not greater than the chord length of the front wing 1.
The specific relative positions of the front wing 1 and the rear wing 2 are closely related to the overall aerodynamic performance of the microminiature aircraft, and are determined according to the aerodynamic design requirement of the lift-drag ratio, and the specific determination mode is as follows: the relative positions of the front wing 1 and the rear wing 2 are determined by analyzing the two-dimensional situation, the overall lift-drag ratio of the aircraft can be obtained through numerical simulation, and when the lift-drag ratio is maximum, the two wing sections are in the optimal relative positions. As shown in fig. 4, in the double-wing section taken along the vertical plane of the airflow direction during the flight of the microminiature aircraft, the chord length c of the front wing section 1 And the section chord length c of the rear wing 2 The ratio is chr, and chr is a fixed value within the range of 1-3; front wing section chord length c with a vertical direction distance of a% between the front wing and the section front edge of the rear wing 1 A is a fixed value and is in the range of 5-20; front wing section chord length c with horizontal distance of b% between front wing and rear wing section front edge 1 B is a fixed value and is within the range of 80-95; the wing difference angle between the front wing and the rear wing is theta, and theta is a fixed value and is within the range of 0-15 degrees. Finally expanding in a three-dimensional situation to obtain a front wing 1 and a rear wing 2 configuration, wherein the span ratio of the front wing to the rear wing is spr, and the spr is a fixed value within a range of 1-2. By selecting proper chr, a, b, theta and spr values, the tight coupling effect of the double wings can be exerted, the lift-drag ratio of the microminiature aircraft can be improved within a larger attack angle range, and the aerodynamic performance of the whole aircraft can be improved。
Example 1: with a tailless arrangement, the propeller 5 is arranged at the front edge of the front wing 1 near the wing tip. The double wings adopt straight wings and NACA2412 wing sections, the chord length of the front wing 1 is 0.1m, and the span length is 0.3m; the chord length of the rear wing 2 is 0.05m, and the span length is 0.3m. In the double-wing section taken along the vertical plane of the airflow direction in the flight process of the aircraft, the vertical distance between the front wing and the front edge of the section of the rear wing is 20% of the chord length of the section of the front wing; the horizontal distance between the front wing and the front edge of the section of the rear wing is 90 percent of the chord length of the section of the front wing; the wing difference angle between the front wing and the rear wing is 10 degrees.
Fig. 5 shows the lift-drag ratio as a function of angle of attack for a tightly coupled twin wing aerodynamic layout of the present invention versus a single front wing layout of the prior art. It can be seen that when the back wing 2 and the front wing 1 in the present invention meet the tightly coupled design parameters in the present invention, the overall maximum lift-to-drag ratio of the double wing arrangement is significantly higher than that of the single front wing arrangement, as compared to the single front wing arrangement. The invention has reasonable design of the tightly coupled double-wing pneumatic layout, and can obtain better pneumatic efficiency than that of the single-wing layout.
Example 2: as shown in fig. 2, in the flying wing configuration, the propeller 5 is disposed in the middle of the leading edge of the front wing 1. Both wings adopt trapezoid wings and NACA2412 wing sections, the chord length of the front wing 1 is 0.1m, the span length is 0.4m, the forward-edge sweepback angle is 15 degrees, and the root tip ratio is 0.7; the chord length of the rear wing 2 is 0.05m, the span length is 0.3m, the sweepback angle of the front edge is 7 degrees, and the tip ratio is 0.7. In the double-wing section taken along the vertical plane of the airflow direction in the flight process of the aircraft, the vertical distance between the front wing and the front edge of the section of the rear wing is 25% of the chord length of the section of the front wing; the horizontal distance between the front wing and the front edge of the section of the rear wing is 110 percent of the chord length of the section of the front wing; the wing difference angle between the front wing and the rear wing is 8 degrees.
Example 3: as shown in fig. 3, a V-tail arrangement is employed with a V-tail 6 disposed at the tail of the fuselage. The double wings adopt straight wings and NACA2412 wing sections, the chord length of the front wing 1 is 0.1m, and the span length is 0.5m; the chord length of the rear wing 2 is 0.05m, and the span length is 0.5m. In the double-wing section taken along the vertical plane of the airflow direction in the flight process of the aircraft, the vertical distance between the front wing and the front edge of the section of the rear wing is 10% of the chord length of the section of the front wing; the horizontal distance between the front wing and the front edge of the section of the rear wing is 80 percent of the chord length of the section of the front wing; the wing difference angle between the front wing and the rear wing is 12 degrees.
It is to be understood that the above examples are for illustrative purposes only and are not limiting of the embodiments. Other variations or modifications of the above teachings will be apparent to those of ordinary skill in the art. It is not necessary here nor is it exhaustive of all embodiments. While still being apparent from variations or modifications that may be made by those skilled in the art are within the scope of the invention.
Claims (6)
1. The high lift-drag ratio tight coupling double-wing aerodynamic layout of the medium-low Reynolds number microminiature aircraft is characterized by comprising a front wing, a rear wing, end plates and a fuselage, wherein the front wing and the rear wing form the double wings, the front wing is arranged on two sides of the fuselage, the rear wing is arranged below and behind the front wing, and the wing tip of the rear wing is connected with the wing tip or the lower wing surface of the front wing through the streamline end plates;
the size and the position relation of the double wings meet the tight coupling design, and specific design parameters are as follows: the ratio of the span length of the front wing to the span length of the rear wing is spr, and spr=1-2; in the section of the double wings cut along the vertical plane of the airflow direction in the flight process of the microminiature aircraft, the ratio of the section chord length of the front wing to the section chord length of the rear wing is chr, chr=1-3; the vertical distance between the front edge of the section of the front wing and the front edge of the section of the rear wing is a percent of the section chord length of the front wing, and a=5-30; the horizontal distance between the front edge of the section of the front wing and the front edge of the section of the rear wing is b percent of the section chord length of the front wing, and b=80-110; the included angle between the chord line of the front wing and the chord line of the rear wing is defined as a wing difference angle theta, and theta=0-15 degrees;
the rear wing is connected with the machine body;
the front wing leading edge is parallel to the rear wing leading edge.
2. The high lift-to-drag ratio close-coupled double wing aerodynamic configuration of a medium-to-low reynolds number microminiature aircraft of claim 1, wherein the trailing wing is located at a trailing edge of the leading wing downstream of the leading wing with respect to the direction of incoming flow.
3. The high lift-drag ratio close-coupled double wing aerodynamic layout of a medium-low reynolds number microminiature aircraft of claim 1, wherein the front wing is an upper single wing and the rear wing is a lower single wing.
4. The high lift-to-drag ratio, close-coupled, double-wing aerodynamic layout of a medium-low reynolds number microminiature aircraft of claim 1, wherein the microminiature aircraft is a tailless layout, further comprising a propeller disposed at a leading edge of the leading wing near the wingtip.
5. The high lift-drag ratio, close-coupled, double-wing aerodynamic layout of a medium-low reynolds number microminiature aircraft of claim 1, wherein the microminiature aircraft is an flying wing layout, further comprising a propeller disposed in a midspan of a leading edge of the leading wing.
6. The high lift-drag ratio tightly coupled double wing aerodynamic layout of a medium-low reynolds number microminiature aircraft of claim 1, wherein the microminiature aircraft is a V-tail layout, further comprising a V-tail arranged at the tail of the fuselage.
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| CN202310523848.1A CN116252944B (en) | 2023-05-11 | 2023-05-11 | High lift-drag ratio tight coupling double-wing pneumatic layout of medium-low Reynolds number micro aircraft |
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| CN202310523848.1A CN116252944B (en) | 2023-05-11 | 2023-05-11 | High lift-drag ratio tight coupling double-wing pneumatic layout of medium-low Reynolds number micro aircraft |
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| CN116252944B true CN116252944B (en) | 2023-08-11 |
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