Research on stall deceleration for nacelle strake design of engine propeller aircraft
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摘要:
翼吊螺旋桨发动机的短舱对飞机的升力失速特性有明显的影响，采用数值模拟方法研究了短舱扰流片对失速的影响效果。数值仿真和风洞试验表明，在零推力状态，某大型四发螺旋桨飞机在超过失速迎角以后，内外发动机之间的机翼首先分离，并快速推进到机翼前缘，失速以后升力损失达到最大升力系数的30%左右。为了限制机翼的分离速度，在外发短舱的内侧，安装了一个扰流片。仿真结果表明，在最佳设计位置，明显改善了失速特性，与无扰流片状态相比失速以后升力损失减小50%左右，失速迎角没有明显变化。不同的扰流片安装位置对失速的改善效果差异明显，从最佳位置向周向以及螺旋桨方向移动会造成扰流片失效，向机翼方向移动对改善机翼分离速度有效，但是会明显降低失速迎角，向机翼方向移动后，受周向位置的影响减小。针对最佳设计位置开展了着陆构型零推力状态的风洞试验验证，加装扰流片以后，机翼失速后的升力损失由0.92降低至0.42左右，升力损失减少54%，与数值仿真结论基本一致。
Abstract:The effect of nacelle strake on stall was studied by numerical simulation. Numerical simulation and wind tunnel test showed that in the state of zero thrust, after a large four engine propeller aircraft exceeded the stall angle of attack, the wings between the internal and external engines first separated and quickly advanced to the leading edge of the wing, and the lift loss reached about 30%. In order to limit the separation speed of the wing, a nacelle strake was installed inside the outboard engine nacelle. The simulation results showed that the stall characteristics were significantly improved at the optimal design position, the lift loss after stall was reduced by about 50% compared with the state without nacelle strake, and the stall angle of attack did not change significantly. Different installation positions of nacelle strakes had obvious differences in improving stall; movement from the best position to the circumferential direction and propeller direction caused the failure of nacelle strake. Movement to the wing direction wa effective to improve the wing separation speed, but it significantly reduced the stall angle of attack. After moving to the wing direction, the influence of circumferential position was reduced. A wind tunnel test was carried out to verify the landing configuration in zero-thrust condition according to the optimal design position. After adding the nacelle strake, the lift loss of the airfoil after stall was reduced from 0.92 to about 0.42, and the lift loss was reduced by 54%, which was basically consistent with the numerical simulation conclusion.
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Key words:
- propeller /
- nacelle /
- nacelle strake /
- installation position /
- stall /
- lift loss
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图 3 无动力状态计算和试验结果对比（半模）
Figure 3. Comparison of calculation and test results in no-dynamic state （half mode）
图 4 短舱诱导涡量分布和机翼摩擦因数分布
Figure 4. Distribution of induced vorticity in nacelle and friction coefficient of wing
图 5 机翼表面压力系数分布及流线图
Figure 5. Surface pressure coefficient distribution and streamline of wing
图 6 机翼前方剖面当地迎角分布
Figure 6. Local angle of attack distribution in the forward section of the wing
图 12 扰流片最佳位置与无扰流片的升力系数对比
Figure 12. Comparison of lift coefficient between optimum position of nacelle strake and no strake
图 13 扰流片最佳位置机翼分离情况（
$ \alpha $ =18°）Figure 13. Separation of wing in optimum position of strake （
$ \alpha $ =18°）
图 14 扰流片和短舱诱导涡量分布以及机翼摩擦因数分布
Figure 14. Distribution of induced vorticity and friction coefficient of wing in nacelle strake and nacelle
图 15 有无扰流片的机翼压力分布极值对比
Figure 15. Comparison of extreme values of wing pressure distribution with and without strake
图 18 有无短舱扰流片的风洞试验结果对比
Figure 18. Comparison of wind tunnel test results with and without strake
表 1 主要几何参数
Table 1. Principal geometric parameters
参数 数值 机翼面积/m2 172 机翼展长/m 39.2 机翼平均气动弦长/m 4.81 机翼展弦比 9.1 
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表 2 不同扰流片安装位置的效果
Table 2. Effect of different positions of strake
周向
位移/（°）流向位移/cm 15 5 0 −5 −10 −15 −5 N N F1/P F3/P 0 N N F1/P F1/P F2/P F3/P 5 N N F0/P F1/P F3/P 10 N N F1/P F2.5/P
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