Aerodynamic Design of Strut Braced Wing Under High Subsonic Condition Based on N-S Equations
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摘要: 相对常规悬臂梁布局飞机，支撑机翼飞机允许有更大的展弦比、更薄的机翼及较小的后掠角，从而可以减小诱导阻力、波阻，并增加层流范围，是未来飞机的一个可供选择方案.文章基于N-S方程对高亚声速支撑机翼构型进行了气动外型设计，在巡航Mach数为0.7，设计升力系数为0.6的条件下，支撑机翼构型相对无支撑构型升阻比仅减小6.3%，而初始无支撑翼身组合体构型相较常规悬臂梁翼身组合体构型最大升阻比提高了约35%，设计结果表明支撑机翼构型是可明显提高飞行性能的未来高亚声速飞机的一种新型外型.文章也对支撑外型、位置参数及机翼内翼下翼面外型修型对支撑机翼构型的干扰影响进行了研究，研究结果表明：支撑上翼面外型、支撑弦长、相对厚度、展向位置、扭转角分布及机翼下翼面外型对支撑机翼构型气动影响较大.Abstract: Strut braced wing (SBW) configuration enables planes to have larger aspect ratio, smaller wing thickness and sweep angle compared to a traditional cantilever wing, leading to lower induced drag, lower wave drag and larger laminar flow region on the wing. This makes SBW a potential choice for new configuration airplanes in the future. This paper focused on the aerodynamic design of SBW under high subsonic condition based on N-S(Navier-Stokes) equations. The result shows that under the conditions of cruising Mach number 0.7 and design lift coefficient 0.6, the non-strut braced wing configuration causes a 35% increment of the lift-to-drag ratio to conventional cantilever wing-body combination configuration and the strut only causes a 6.3% decrement of the lift-to-drag ratio to the wing-body configuration. The results illustrate that the SBW configuration is one of the candidates of future transonic transports which can provide significant performance enhancement over existing transonic transport concept. The effects of the shape and position parameters and the shape modification of the inner and lower wing on the strut braced wing were also studied. The result shows that the upper shape, chord length, relative thickness, spanwise position, torsion angle distribution of the strut and the shape of the lower wing have a great influence on the aerodynamics of the strut braced wing configuration.
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Key words:
- strut braced wing /
- high subsonic /
- N-S equations /
- aerodynamic design /
- aerodynamic interference
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图 5 支撑与机翼形成的二维喷管Mach数云图
Figure 5. 2D Mach number distributions between strut and main wing
图 7 不同展向位置升阻比对比图
Figure 7. Comparisons of lift-to-drag ratio among different spanwise positions
图 9 不同支撑高度升阻比对比图
Figure 9. Comparisons of lift-to-drag ratio among different strut heights
图 10 支撑高度5%c局部通道Mach数云图
Figure 10. Mach number distribution of strut with a height of 5%c
图 11 支撑高度10%c局部通道Mach数云图
Figure 11. Mach number distribution of strut with a height of 10%c
图 13 不同支撑后掠角升阻比对比图
Figure 13. Comparisons of lift-to-drag ratio among different sweep angles
图 15 不同支撑扭转角升阻比对比图
Figure 15. Comparisons of lift-to-drag ratio among different twist angles
图 17 不同支撑相对厚度升阻比对比图
Figure 17. Comparisons of lift-to-drag ratio among different strut thicknesses
图 19 不同支撑弦长升阻比对比图
Figure 19. Comparisons of lift-to-drag ratio among different strut chord lengths
图 21 支撑与机翼连接处翼型修型
Figure 21. Airfoil optimization of the main wing at the conjunction point
图 22 有无支撑升阻比对比
Figure 22. Comparison of lift-to-drag ratio between configurations with and without strut
图 25 展向升力、扭转角及压差阻力分布
Figure 25. Spanwise distributions of lift, twist and pressure drag
图 26 机翼及支撑截面压力分布
Figure 26. Pressure distributions on different wing and strut cross sections
图 27 竖直支撑截面压力分布
Figure 27. Pressure distributions on vertical segment of strut cross sections
表 1 机翼外型参数
Table 1. Geometric characteristics of the wing
characteristics values aspect ratio 17 twist/(°) -2 wingsweep/(°) 16 taper ratio 0.25 root t/c 15% tip t/c 11% 
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表 3 机翼及支撑外型参数
Table 3. Geometric characteristics of the wing and strut
characteristics raduos wing aspect ratio 17 wing twist/(°) -2 wing sweep/(°) 16 wing taper ratio 0.25 wing root t/c 14% wing-strut junction t/c 10% wing tip t/c 11% strut chord 25%c strut twist/(°) -4 strut sweep/(°) 16 strut taper ratio 1 strut root t/c 11% strut tip t/c 11% wing-strut junction(half-span) 50%
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