CN220501012U - Aircraft with vortex generator - Google Patents
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- CN220501012U CN220501012U CN202322166726.XU CN202322166726U CN220501012U CN 220501012 U CN220501012 U CN 220501012U CN 202322166726 U CN202322166726 U CN 202322166726U CN 220501012 U CN220501012 U CN 220501012U
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Abstract
The utility model relates to an aircraft, the surface is provided with a vortex generator, the vortex generator comprises a first curved surface S1, a second curved surface S2 and a reference plane S3; the first curved surface S1 is determined by a first curve COB, a second curve BAC and a first symmetrical line OA, the second curved surface S2 is determined by a second curve BAC and a third curve BDC, wherein the first curve COB is an elliptic curve, the second curve BAC is a cosine curve, and the third curve BDC is a parabola. Compared with the traditional vortex generator, the turbulent airflow on the surface of the aircraft can be converted into laminar flow to the greatest extent, and the motion resistance of the aircraft is effectively reduced.
Description
Technical Field
The present utility model relates to an aircraft, and in particular to an aircraft having a vortex generator.
Background
Vortex generators are often provided in many aircraft such as high speed aircraft (e.g., airplanes, missiles), underwater submarines, high speed trains, etc., to enhance aerodynamic performance. Existing vortex generators typically arrange a plurality of turbulence blades on the surface of the device, which blades form an "eight" shape (e.g. JP2023044715 a), or the introduction of a fluid into the vortex generator creates an oscillation, thereby converting the jet into a vortex (e.g. CN 216301451U). The technology can only delay the flow separation on the solid wall surface, and cannot generate the drag reduction effect. The main reason is that the traditional vortex generator can increase larger resistance when placed in a flow field, and the component of vortex vector of vortex generated by the traditional vortex generator in the flow direction is insufficient, so that the drag reduction effect is limited, and the combination of the traditional vortex generator and the vortex vector tends to increase the overall resistance. In addition, CN216301451U adopts the scheme of active jet to generate vortex, which causes additional energy consumption and difficulty in flow control, and the passively controlled vortex generator has advantages under the condition of delayed separation and the same drag reduction effect.
Disclosure of Invention
The utility model provides an aircraft, wherein an eddy current generator is arranged on the surface of the aircraft, and the eddy current generator comprises a first curved surface S1, a second curved surface S2 and a reference plane S3; the first curved surface S1 and the second curved surface S2 are positioned above the reference plane S3; the reference plane is parallel to the incoming flow direction, and the incoming flow direction is the x direction; the direction perpendicular to the reference plane, in which the first curved surface S1 and the second curved surface S2 are located, is the z direction, and the direction perpendicular to the x direction and the z direction is the y direction;
taking the foremost point of the vortex generator facing the incoming flow as a coordinate origin, forming coordinate axes in the x direction, the y direction and the z direction respectively, and establishing a rectangular coordinate system, wherein a reference plane S3 is a plane in which the x coordinate axis and the y coordinate axis are located;
the first curved surface S1 is determined by a first curve COB, a second curve BAC and a first symmetrical line OA, wherein the point O is the origin of coordinates,
the first curve COB is a semi-elliptic curve, C, O, B are three vertices of an ellipse, the first curve COB is located on the reference plane S3, and the equation is:
wherein L is the distance, i.e. the length, from the foremost end point O to the rearmost end point of the first curve S1 in the incoming flow direction, and W is the distance, i.e. the width, between the two end points B, C of the first curve S1 in the direction perpendicular to the incoming flow direction on the reference plane;
the A point of the second curve BAC is positioned above the reference plane, the B, C point is positioned on the reference plane, the second curve BAC is vertically projected on the reference plane to form a half-period cosine curve BA' C, and the equation of the cosine curve is as follows:
x＝(L1-L)cosπy/W+L
wherein, the point A 'is the projection of the point A on the reference plane, and L1 is the distance between the point O and the point A';
the O point of the first curve and the a point of the second curve are both on a plane defined by the x and z coordinate axes, and the first symmetry line OA is a quarter cosine curve, which is defined by the following equation:
wherein H is the vertical height from the point A of the second curve to the reference plane S3;
the second curved surface S2 is a symmetrical smooth curved surface as a whole, and the shape is determined by the second curved line BAC, the third curved line BDC and the second symmetrical line AD, wherein the first curved surface S1 and the second curved surface S2 are connected, and the connecting line is the second curved line BAC;
the second symmetry line AD is a straight line, the third curve BDC is located on the reference plane, is a semiparabolic line, and D is the vertex of the parabolic line, which is determined by the following equation:
where L2 is the distance between the point D of the third curve and the projection a' of the point a of the second curve BAC on the reference plane.
Further, 0.3<L/W<2.5, definition α=tan-1 (H/L1) represents the windward angle, 5 °<α<30 °, define β=tan -1 (H/L2) represents a back wind angle of 25 DEG<β<40°。
Further, the vortex generator is arranged on the surface of the aircraft, and the z direction is the normal direction of the surface of the aircraft to the outside.
Alternatively, the vortex generators are arranged on the surface of the aircraft, the z-direction being the direction opposite to the direction of the normal of the surface of the aircraft to the outside, 5 ° < α <15 °.
The vortex generator with the special structure is designed on the surface of the aircraft, a first curve is formed by utilizing a semi-elliptic curve, a third curve is formed by utilizing a semi-parabolic curve, and a symmetrical curve and a combined curve (a second curve) are designed by adopting a cosine curve. In the utility model, the vortex generator has two arrangement forms on the surface of the aircraft: (1) The first curved surface and the second curved surface are positioned outside the aircraft; (2) The concave pit is designed on the surface of the aircraft, and the boundary surface of the concave pit is formed according to the shapes of the first curved surface and the second curved surface.
Drawings
FIG. 1 is a schematic three-dimensional structure of a vortex generator according to the present utility model;
FIG. 2 is a top view of the vortex generator of the present utility model;
FIG. 3 is a cross-sectional view of a vortex generator according to the present utility model;
FIG. 4A is a schematic illustration of the vortex generator of the present utility model disposed on a DLR-F4 fuselage composite aircraft;
FIG. 4B is a variation of lift coefficient for different angles of attack;
FIG. 4C is a graph of the change in drag coefficient for different angles of attack;
FIG. 4D is a change in lift-to-drag ratio for different angles of attack;
FIG. 5 is a schematic illustration of a vortex generator of the present utility model recessed into an aircraft surface;
FIG. 6A is a graph of wall shear stress profile for a missile without vortex generators disposed on the surface;
FIG. 6B is a graph of the shear stress profile of the rear wall of a vortex generator of the present utility model deployed on the surface of a missile;
fig. 6C is a comparison of the friction coefficient calculation process when the missile surface is not equipped/arranged with vortex generators.
Detailed Description
For convenience of description, hereinafter, "front" and "rear" are distinguished according to the direction of fluid flow, the fluid flowing from "front" to "rear", marked with the x-axis in a three-dimensional coordinate system; the reference plane is parallel to the flowing direction of the fluid, is perpendicular to the reference plane, the directions of the first curved surface and the second curved surface are the upper directions, the z axis is marked, and the direction perpendicular to the plane formed by the x axis and the y axis is the z axis.
Referring to fig. 1-3, the vortex generator includes a first curved surface S1, a second curved surface S2, and a reference plane S3.
The first curved surface S1 is a symmetrical smooth curved surface as a whole, and the shape is determined by a symmetrical first curve COB, a symmetrical second curve BAC and a symmetrical first line OA, and two end points of the first curve COB and the second curve BAC are respectively overlapped (the overlapping point is B, C). The second curve BAC is located at the rear of the first curve BOC, the connecting line between the foremost point O of the first curve and the foremost point a of the second curve is a first symmetry line OA, the first symmetry line OA is a curve, and the projection OA' of the first symmetry line OA on the reference plane coincides with the x axis.
The first curve COB is a semi-elliptic curve;
the equation is:
where L is the distance from the foremost point O to the rearmost point (B or C) of the first curve in the direction of incoming flow, i.e. 1/2 of the major axis of the ellipse, and w is the distance between the two ends B, C of the first curve in the direction perpendicular to the direction of incoming flow, i.e. the minor axis of the ellipse, on the reference plane.
Wherein 0.3< L/W <2.5. This ratio directly affects the downwind extension angle of the device, which is affected by the incoming flow conditions, which is substantially consistent with a crescent sand dune in nature. When L/W is large, the dune exhibits a relatively long and narrow shape. In this case, the dune is caused to rise rapidly on the windward side and to slide slowly on the leeward side, forming a distinct arc, the air flow creating a flow vortex on the device, the profile being similar in appearance to a conventional vortex generator. When the incoming flow speed is higher, the flow Reynolds number is higher, the formed pressure difference acting force is higher, the generated flow direction vortex strength is stronger, and the drag reduction effect is more obvious. And when the L/W is small, the device assumes a broader shape. In this case, the climbing and tilting angles of the windward side and the leeward side are relatively slow, and when the incoming flow speed is smaller, the flow Reynolds number is lower, so that the drag reduction effect is better.
The second curve BAC is a half-period cosine curve with the equation:
x＝(L1-L)cosπy/W+L (2)
where L1 is the distance between the foremost point O of the first curve and the projection a' of the foremost point a of the second curve on the reference plane.
Wherein 0.1< L1/L <0.8. When L1/L is smaller, the length of the windward slope is shorter, the smaller the area for generating vortex is, the smaller the vortex tube is, the lower the vortex strength is, the vortex is difficult to stably maintain, the turbulence effect is inhibited from being poor, and meanwhile, the whole device is relatively gentle, so that the shape resistance of the device arranged outside in the air can be reduced; conversely, the larger the vortex generating area is, the higher the intensity of the flowing vortex is, the stronger the flow vortex can inhibit turbulence, and the shape resistance can be additionally increased. The ratio is thus maintained in a suitable range.
Referring to fig. 3, the projection of the first symmetry line OA onto the xz plane is a quarter cosine curve, which is determined by the following equation:
wherein H is the vertical distance between the foremost point a of the second curve and the reference plane S3. Definition α=tan-1 (H/L1) represents the angle of attack, α being in the range 5-30 °. Setting a certain windward angle alpha to generate a low-pressure (negative-pressure) area with a sufficient leeward range; the low pressure region of the lee meets the high pressure fluid on the windward side at the dovetail part and rubs out the flow direction vortex with enough strength. When alpha is less than 5 degrees, the leeward area is too small to generate strong enough negative pressure, so that strong enough flow direction vortex cannot be generated, and turbulent flow resistance reduction cannot be eliminated at the downstream if the flow direction vortex index is not reached; when alpha is more than 20 degrees, although strong negative pressure can be generated in a leeward region, the rising benefit of negative pressure by continuously increasing the angle is weakened or even disappears (particularly under the condition of high-speed inflow), the resistance reducing benefit of downstream turbulence elimination is almost unchanged, but the excessive windward angle can cause the height of the vortex generator to be too high, so that the induced resistance generated by the vortex generator per se is increased too much to be lost.
The second curved surface S2 is also a symmetrical smooth curved surface as a whole, and the shape is determined by the second curve BAC, the third curve BDC, and the second symmetry line AD. The first curved surface S1 is connected with the second curved surface S2, and the connecting line is a second curve BAC; the foremost point D of the third curve BDC is located on the reference plane S3 and on the x-axis. The third curve is a semiparabolic curve; the second symmetry line AD is a straight line.
Referring to fig. 2, the third curve BDC is determined by the following equation:
where L2 is the distance between the projection point a' of the foremost point a of the second curve BAC on the reference plane S3 and the foremost point D of the third curve BDC.
Definition of beta=tan -1 (H/L2) represents a back wind angle, and β is in the range of 25 to 40 °.
Referring to fig. 1, when the airflow passes through the object surface S1, the fluid is blocked by the object surface to form a local high pressure area on the windward side, and when the fluid passes through the surface S2, the airflow pressure gradually decreases due to the gradual expansion of the flow section, so that the pressure difference is formed between the windward area and the leeward area, and in the tail area (such as the point B and the point C) of the vortex generator, the fluid forms a continuous flow vortex under the action of the pressure difference force, the flow vortex inhibits the flow to turbulent flow (the flow range of laminar flow is furthest increased), the friction resistance of the turbulent flow is far greater than that of the laminar flow, the downstream flow is maintained to be laminar, the friction resistance is reduced, and the overall resistance of the aircraft is also reduced.
FIG. 4A is a schematic illustration of the vortex generator of the present utility model disposed on a DLR-F4 fuselage assembly aircraft, with a plurality of vortex generators disposed on the wing, the vortex generators protruding from the wing surface. Fig. 4B shows a comparison of lift coefficients for different angles of attack, and it can be seen from the graph that, after the vortex generator is added, lift increases at all angles of attack except 0, and as the angle of attack increases, the lift growth effect becomes more obvious, and the lift growth is maximum at an angle of attack of 3 °, which is 12.1%. Fig. 4C shows a comparison of the drag coefficient under different angles of attack, and it can be seen from the figure that after the vortex generator is installed, the drag increases slightly at a small angle of attack and decreases at a large angle of attack, and the rate of change of the drag coefficient with the angle of attack after the vortex generator is installed shows a great trend of decrease. From the analysis, the vortex generator has obvious drag reduction capability under the condition of large attack angle, and the drag reduction effect is more remarkable as the attack angle is increased. Fig. 4D shows the trend of the lift-drag ratio for different angles of attack. From the figure, it can be seen that the rise resistance is significantly improved at an angle of attack of 2-5 ° compared to when no vortex generator is added.
Therefore, by additionally arranging the vortex generator on the surface of the wing, small vortex can be generated on the surface of the wing body assembly, the energy of a boundary layer is increased, and the effect of stabilizing the flow field and inhibiting the separation of air flow is achieved. At a small attack angle, the lift force is increased and the resistance is also increased, so that the lift-drag ratio is not obviously improved compared with that of the lift-drag ratio when the lift-drag ratio is not installed; when the attack angle is increased, the lift force is increased faster, and the resistance is increased more stably, so that the lift-drag ratio is increased, which means that the wing body assembly has better aerodynamic performance, is more beneficial to climbing, improves the fuel efficiency of the aircraft, is beneficial to reducing energy consumption and reduces the pollution to the environment.
It should be noted that when the vortex generator is disposed on the surface of a wing or other aircraft, the surface of the aircraft is generally curved, and the reference plane in the present utility model is a projection of the surface of the aircraft where the vortex generator is located on a horizontal plane, and the edge of the first curved surface naturally extends (for example, extends along the tangential direction of the edge) to the surface of the aircraft, and at the same time, the edge of the second curved surface naturally extends to the surface of the aircraft, so that the vortex generator is attached to the surface of the aircraft, and forms a surface seal.
In addition, the vortex generator of the present utility model may also be configured such that the first curved surface and the second curved surface are embedded within the surface of the aircraft, i.e., embedded. The shape of the pit corresponds to the reverse placement of the vortex generator; when the concave pits are placed reversely, the boundaries of the concave pits are formed according to the shapes of the first curved surface and the second curved surface. If the surface of the aircraft is a plane, the plane is a reference plane, and the pit is completely formed by a first curved surface and a second curved surface; if the surface of the aircraft is a curved surface, the reference plane is tangent to the original surface of the aircraft, a pit is formed according to the shapes of the first curved surface and the second curved surface, and the boundary of the pit is a part of the first curved surface and the second curved surface and is specifically determined by the curvature of the surface of the aircraft.
Referring to fig. 5, the "up" orientation of the vortex generator is the direction in which the aircraft surface extends into its interior. With such a structure, when the vortex generator is externally arranged on an object, a flow vortex is generated under the action of a high-pressure area on the windward side and a low-pressure area on the leeward side, and the flow vortex acts to inhibit turbulence (maximally maintain a laminar flow area), so that low resistance is realized. When the vortex generator is embedded into the interior of the aircraft, a groove is formed, and a pressure differential force is formed between the interior of the groove and the outer area of the surface of the aircraft. On one hand, the air flow can form a flow direction vortex under the action of pressure difference, and the generation of the flow direction vortex can further achieve the purposes of inhibiting turbulence and reducing drag; on the other hand, the vortex generator is reversely embedded in the aircraft, so that the pressure difference resistance caused by additionally installing the convex vortex generator can be eliminated, and the drag reduction effect is further achieved. For an in-line structure, the angle of attack α is preferably 5-15 °.
Referring to fig. 6A-6C, in the case that the vortex generators of the present utility model are disposed on a Pan Xing II missile, 3 vortex generators are uniformly disposed along the axial direction on the circumferential surface of the front end of the missile, and when the incoming flow mach number is 5 and 20 km high altitude flight, in the wall shear stress cloud diagrams of fig. 6A-6B, the deeper the color is, the smaller the surface friction is, whereas the shallower the color is, the greater the surface friction resistance is. Fig. 6A shows that the place where the middle layer of the missile is turned into turbulent flow is located at about 20%, and the friction resistance after the turning is larger (light color); as can be seen in fig. 6B, after the vortex generator is added, the downstream play of the vortex generator is almost laminar, corresponding to the small friction (dark color) of the surface. Clearly, the addition of the vortex generator suppresses the generation of turbulence and significantly reduces frictional resistance. Referring to FIG. 6C, the drag coefficient of the prototype (no vortex generator was arranged) was 3.1692e-2, the drag coefficient after the vortex generator was 2.9077e-2, and the drag reduction effect was 8.25%.
The surface of the aircraft is provided with the vortex generator, and the aircraft is a missile, a submarine, an airplane, a vehicle and the like. The first curve is formed by utilizing the semi-elliptic curve, the third curve is formed by utilizing the semi-parabolic curve, the symmetrical curve and the combined curve (the second curve) are designed by adopting the cosine curve, and the vortex generator with a special structure is designed. Vortex generators are arranged on the surface of the aircraft in two ways: (1) The first curved surface and the second curved surface are positioned outside the aircraft; (2) The concave pit is designed on the surface of the aircraft, and the boundary surface of the concave pit is formed according to the shapes of the first curved surface and the second curved surface. In the specific arrangement, the vortex generator is fully integrated with the vehicle depending on the form of the vortex generator arrangement (protruding from the surface of the vehicle or recessed from the surface of the vehicle) and the shape of the surface of the vehicle.
The above embodiments are only for illustrating the technical solution of the present utility model, and are not limiting; although the utility model has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present utility model.
Claims (5)
1. An aircraft having a vortex generator, the surface of the aircraft being provided with the vortex generator, characterized in that the vortex generator comprises a first curved surface S1, a second curved surface S2, and a reference plane S3; the first curved surface S1 and the second curved surface S2 are positioned above the reference plane S3;
the reference plane is parallel to the incoming flow direction, and the incoming flow direction is the x direction; the direction perpendicular to the reference plane, in which the first curved surface S1 and the second curved surface S2 are located, is the z direction, and the direction perpendicular to the x direction and the z direction is the y direction;
taking the foremost point of the vortex generator facing the incoming flow as a coordinate origin, forming coordinate axes in the x direction, the y direction and the z direction respectively, and establishing a rectangular coordinate system, wherein a reference plane S3 is a plane in which the x coordinate axis and the y coordinate axis are located;
the first curved surface S1 is determined by a first curve COB, a second curve BAC and a first symmetrical line OA, wherein the point O is the origin of coordinates,
the first curve COB is a semi-elliptic curve, C, O, B are three vertices of an ellipse, the first curve COB is located on the reference plane S3, and the equation is:
wherein L is the length from the foremost end point O to the rearmost end point of the first curved surface S1 in the incoming flow direction, and W is the distance, i.e. the width, between the two end points B, C of the first curved surface S1 in the direction perpendicular to the incoming flow direction on the reference plane;
the A point of the second curve BAC is positioned above the reference plane, the B, C point is positioned on the reference plane, the second curve BAC is vertically projected on the reference plane to form a half-period cosine curve BA' C, and the equation of the cosine curve is as follows:
x＝(L1-L)cosπy/W+L
wherein, the point A 'is the projection of the point A on the reference plane, and L1 is the distance between the point O and the point A';
the O point of the first curve and the a point of the second curve are both on a plane defined by the x and z coordinate axes, and the first symmetry line OA is a quarter cosine curve, which is defined by the following equation:
wherein H is the vertical height from the point A of the second curve to the reference plane S3;
the second curved surface S2 is a symmetrical smooth curved surface as a whole, and the shape is determined by the second curved line BAC, the third curved line BDC and the second symmetrical line AD, wherein the first curved surface S1 and the second curved surface S2 are connected, and the connecting line is the second curved line BAC;
the second symmetry line AD is a straight line, the third curve BDC is located on the reference plane, is a semiparabolic line, and the point D is the vertex of the parabolic line, which is determined by the following equation:
where L2 is the distance between the point D of the third curve and the projection a' of the point a of the second curve BAC on the reference plane.
2. The vehicle of claim 1, wherein 0.3<L/W<2.5, definition α=tan-1 (H/L1) represents the windward angle, 5 °<α<30 °, define β=tan -1 (H/L2) represents a back wind angle of 25 DEG<β<40°。
3. The vehicle of claim 2, wherein the vortex generators are disposed on a surface of the vehicle, and the z-direction is a normal direction of the surface of the vehicle to the exterior.
4. The vehicle of claim 2, wherein the vortex generators are disposed on a surface of the vehicle, and the z-direction is a direction opposite to a normal direction of the vehicle surface to the exterior.
5. The vehicle of claim 4, wherein 5 ° < α <15 °.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322166726.XU CN220501012U (en) | 2023-08-14 | 2023-08-14 | Aircraft with vortex generator |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322166726.XU CN220501012U (en) | 2023-08-14 | 2023-08-14 | Aircraft with vortex generator |
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| Publication Number | Publication Date |
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| CN220501012U true CN220501012U (en) | 2024-02-20 |
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| CN202322166726.XU Active CN220501012U (en) | 2023-08-14 | 2023-08-14 | Aircraft with vortex generator |
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| CN (1) | CN220501012U (en) |
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- 2023-08-14 CN CN202322166726.XU patent/CN220501012U/en active Active
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