本文選題：增升裝置 + 空氣動(dòng)力學(xué)　； 參考：《西北工業(yè)大學(xué)學(xué)報(bào)》2016年04期

【摘要】：采用計(jì)算流體力學(xué)方法和CATIA DMU Kinematics機(jī)構(gòu)仿真,對(duì)一套可用于目前及未來(lái)民用客機(jī)機(jī)翼后緣變彎的增升裝置系統(tǒng)進(jìn)行研究,主要包括襟翼運(yùn)動(dòng)機(jī)構(gòu)和擾流板下偏。通過(guò)運(yùn)動(dòng)學(xué)分析,采用的襟翼機(jī)構(gòu)可保證巡航階段后緣變彎過(guò)程中機(jī)構(gòu)上下表面無(wú)縫,同時(shí)滿足起降過(guò)程對(duì)襟翼的運(yùn)動(dòng)軌跡的要求。相比簡(jiǎn)單鉸鏈機(jī)構(gòu),應(yīng)用該機(jī)構(gòu)的起飛構(gòu)型線性段升力系數(shù)增加0.05,升阻比的增加量在0.2%~3%范圍內(nèi);著陸階段擾流板下偏,較未偏轉(zhuǎn)擾流板的最大升力系數(shù)增加1.14%,且線性段上移0.15,顯示了該機(jī)構(gòu)具有較高的增升效率。在二維翼型上應(yīng)用該機(jī)構(gòu)實(shí)現(xiàn)后緣變彎度,升阻比有較大提升,且根據(jù)來(lái)流馬赫數(shù)的不同改變后緣彎度可以有效地提高阻力發(fā)散馬赫數(shù)。在某遠(yuǎn)程寬體客機(jī)翼身組合體構(gòu)型上應(yīng)用該機(jī)構(gòu)實(shí)現(xiàn)巡航階段后緣變彎度,巡航升阻比的增加量在0.345%~2.28%范圍內(nèi)。綜上所述,在不增加機(jī)構(gòu)復(fù)雜性和重量的前提下,研究的新型機(jī)翼后緣變彎運(yùn)動(dòng)機(jī)構(gòu)能夠有效地提高氣動(dòng)效率。
[Abstract]:Using computational fluid dynamics (CFD) method and CATIA DMU Kinematics mechanism simulation, a set of lifting device system, which can be used in the current and future civil airliner wing bending, is studied, including flap motion mechanism and spoiler downwardness. Through kinematics analysis, the flap mechanism adopted can ensure that the upper and lower surfaces of the mechanism are seamless in the process of changing the bending edge of the rear edge during cruising, and meet the requirements of the flap trajectory during the take-off and landing process. Compared with the simple hinge mechanism, the lift coefficient of the takeoff configuration of the mechanism is increased by 0.05, and the rise-to-drag ratio is increased within the range of 0.2%. Compared with the maximum lift coefficient of the undeflected spoiler, the maximum lift coefficient is increased by 1.14 and the linear section is moved up by 0.15, which shows that the mechanism has a higher lifting efficiency. The mechanism is applied to realize the variable curvature of the rear edge of the two dimensional airfoil, and the ratio of lift to drag can be improved greatly, and the resistance divergence Mach number can be effectively increased by changing the curve of the rear edge according to the different Mach number of incoming flow. The mechanism is applied to the wing body configuration of a long-range wide-body airliner to realize the change of curve of the rear edge in the cruising stage, and the increase of the cruise rise-to-drag ratio is within the range of 0.345% or 2.28%. In conclusion, without increasing the complexity and weight of the mechanism, the new wing trailing edge bending mechanism can effectively improve the aerodynamic efficiency.
【作者單位】： 西北工業(yè)大學(xué)航空學(xué)院;
【分類號(hào)】：V211.41

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