CN204937472U - A kind of aerofoil profile being directed to dopey - Google Patents

Abstract

The utility model discloses an airfoil aimed at low-speed aircraft, which comprises the radius of the leading edge of the airfoil, the leading edge part of the airfoil, the upper surface of the trailing edge of the airfoil and the position of the maximum camber of the airfoil, from the radius of the leading edge of the airfoil to the Compared with the reference airfoil NACA63, the curvature of the leading edge part increases by 8%, the curvature of the upper surface of the airfoil trailing edge increases by 0.5-1% relative to the reference airfoil NACA63, and the curvature change of the upper surface of the airfoil trailing edge is relatively moderate. Compared with the reference airfoil NACA63, the chord length is moved forward by 4.7%. This airfoil meets the requirements of high lift-to-drag ratio, high lift coefficient, and moderate stall characteristics.

Description

An airfoil for low-speed aircraft

technical field

The utility model relates to an aircraft aerodynamic shape structure, in particular to an airfoil for low-speed aircraft.

Background technique

For primary basic trainer aircraft or low-speed aerobatic aircraft, while the aircraft is economical, the aircraft has to do complex maneuvers and large overloads. From the perspective of aircraft capability, the aircraft is required to have a large lift coefficient. From the perspective of safety, the aircraft wing Surface stall characteristics must be moderated. The stall characteristics of the wing surface, the maximum lift coefficient and the airfoil have a great relationship. The maximum lift coefficient of the airfoil is small, which affects the maneuvering overload capability of the aircraft. The stall characteristics of the airfoil are poor, which affects the safety of the aircraft.

Therefore, the aircraft designer needs to select an appropriate standard airfoil or design an airfoil that meets the requirements based on the range, flight time, overload, wing load, and stall characteristics of the primary basic trainer aircraft or use optimal design methods. The airfoil needs to have high lift-to-drag ratio, high lift coefficient, and moderate stall characteristics.

Therefore, it is necessary to provide a new technical solution to solve the above problems.

Utility model content

The technical problem to be solved by the utility model is to provide an airfoil for low-speed aircraft.

In order to solve the technical problems of the utility model, the technical solution adopted in the utility model is:

An airfoil for low-speed aircraft, which includes the radius of the leading edge of the airfoil, the portion of the leading edge of the airfoil, the upper surface of the trailing edge of the airfoil and the position of the maximum camber of the airfoil, from the radius of the leading edge of the airfoil to the portion of the leading edge of the airfoil Compared with the reference airfoil NACA63, the camber increases by 8%, and the curvature of the upper surface of the airfoil trailing edge increases by 0.5-1% relative to the reference airfoil NACA63. Type NACA63 forward 4.7% chord length.

The beneficial effects of the utility model: In order to reduce the reverse pressure gradient on the upper surface of the airfoil, reduce the peak suction force of the leading edge, increase the maximum stall angle of attack of the airfoil, and ensure that the radius of the leading edge of the airfoil remains basically unchanged, the airfoil The camber of the reference airfoil is increased by 8% from the radius of the leading edge to the leading edge of the airfoil, and the position of the maximum camber of the airfoil is moved forward by 4.7% of the chord length. The curvature of the upper surface is increased by 0.5-1% relative to the reference airfoil, and the thickness distribution at the trailing edge of the airfoil is changed to make the change more moderate. This airfoil meets the requirements of high lift-to-drag ratio, high lift coefficient, and moderate stall characteristics.

Description of drawings

Fig. 1 is a structural diagram of the utility model.

Fig. 2 is the change diagram of the thickness distribution of the trailing edge of the airfoil (NACA63 is the reference airfoil, B120-11 is the design airfoil).

Fig. 3 is the change diagram of the camber distribution of the leading edge of the airfoil (NACA63 is the reference airfoil, B120-11 is the design airfoil).

detailed description

Below in conjunction with accompanying drawing and specific embodiment the utility model is further described. The following examples are only used to illustrate the utility model, and are not used to limit the protection scope of the utility model.

The utility model relates to an airfoil for low-speed aircraft, which includes an airfoil leading edge radius 1, an airfoil leading edge part 2, an airfoil trailing edge upper surface 3 and an airfoil maximum camber position 4, and the airfoil leading edge radius Relative to the reference airfoil NACA63, the camber increases by 8% from point 1 to point 2 on the leading edge of the airfoil; Relatively mild, the maximum camber position 4 of the airfoil is moved forward by 4.7% of the chord length relative to the reference airfoil NACA63.

As shown in Figure 1, in the process of airfoil optimization design, it is mainly divided into the airfoil leading edge radius 1, the airfoil leading edge part 2, the airfoil trailing edge upper surface 3, and the airfoil maximum camber position 4 for optimization. design.

(1) For aircraft that highlight aircraft maneuverability and aircraft stall characteristics, the airfoil has a large stall angle of attack and moderate stall characteristics. In order to highlight the maximum stall angle of attack of the airfoil, the radius of the leading edge of the airfoil is from 1 to the leading edge of the airfoil. The camber of the base airfoil is increased by 8%.

(2) In order to highlight the relaxation of the separation characteristics of the airfoil, the curvature of the upper surface 3 of the airfoil trailing edge is increased by 0.5-1% relative to the reference airfoil, and the curvature change of the upper surface 3 of the airfoil trailing edge is relatively moderate. Figure 2 shows the airfoil The variation of airfoil thickness distribution is more moderate at 5 places of airfoil trailing edge thickness.

(3) In order to reduce the adverse pressure gradient on the upper surface and reduce the peak suction force at the leading edge, the anti-separation ability of the wing surface is stronger, and the position of the maximum camber of the airfoil is moved forward to the position of 4.7% of the chord length. The leading edge of the airfoil Camber 6 is shown in Figure 3.

Claims (1)

1. A kind of airfoil aimed at low-speed aircraft is characterized in that: it comprises airfoil leading edge radius, airfoil leading edge part, airfoil trailing edge upper surface and airfoil maximum camber position, and the position of airfoil leading edge radius to Compared with the reference airfoil NACA63, the curvature at the leading edge of the airfoil increases by 8%, and the curvature of the upper surface of the airfoil trailing edge increases by 0.5-1% relative to the reference airfoil NACA63. The camber position is moved forward by 4.7% of the chord length relative to the reference airfoil NACA63.