Aerodynamic-propulsion coupling characteristics of distributed electric propulsion system
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摘要:
采用了基于
k-ω SST（shear stress transpot）湍流模型求解雷诺平均Navier-Stokes（RANS）方程的动量源方法（MSM），针对带增升襟翼的分布式动力机翼二维简化模型，开展了垂直起飞-过渡-巡航飞行状态下的气动-推进耦合特性及物理机理研究。研究表明：涵道的抽吸效应使分布式动力机翼呈现增升减阻现象，并推迟了机翼流动分离。相比于自由来流条件，涵道喷流中的增升襟翼失速偏角从12°显著增大到34°，同时增升襟翼诱导喷流偏转，使分布式动力构型总升力得到有效提升。-
关键词:
- 分布式电推进 /
- 垂直起降（VTOL） /
- 增升襟翼 /
- 动量源方法 /
- 抽吸效应
Abstract:A momentum source method (MSM) for solving the Reynolds average Navier-Stokes (RANS) equations based on the
$k {\text{-}} \omega $ SST (shear stress transpot) turbulence model was adopted. For the two-dimensional simplified model of the distributed propulsion wing with lift flaps, research on the aerodynamic-propulsion coupling characteristics and physical mechanism in the vertical take-off, transition and cruise flight state was carried out. The research showed that the suction effect of the duct made the distributed propulsion wing show the phenomenon of increasing lift and reducing drag, and delayed the flow separation of the wing. Compared with the freestream condition, the stall declination angle of the lift flaps in the ducted jet significantly increased from 12° to 34°, and at the same time the lift flaps induced jet deflection, so that the total lift of the distributed propulsion configuration was effectively raised. -
图 4 涵道入口前5 mm处速度分布云图
Figure 4. contour of velocity distribution at 5 mm before the entrance of the duct
图 5 涵道出口后5 mm处速度分布云图
Figure 5. contour of velocity distribution at 5 mm after the duct exit
图 13 0 N转子推力下压力云图及流线分布
Figure 13. Pressure contour and streamline distribution under rotor thrust of 0 N
图 14 10 N转子推力下压力云图及流线分布
Figure 14. Pressure contour and streamline distribution under rotor thrust of 10 N
图 15 气动力随涵道倾转角的变化（v∞=0.34 m/s）
Figure 15. Variation of aerodynamic force with duct tilt angle （v∞=0.34 m/s）
图 16 不同涵道倾转角下压力云图及流线分布
Figure 16. Pressure contour and streamline distribution under different duct tilt angles
图 17 不同来流速度下气动力随增升襟翼偏角的变化
Figure 17. Variation of aerodynamic force with the deflection angle of lift flaps at different freestream velocities
图 18 不同来流速度下增升襟翼的速度云图
Figure 18. Velocity contours of the lift flaps under different freestream velocities
图 19 不同来流迎角下气动力随增升襟翼偏角的变化
Figure 19. Variation of aerodynamic force with the deflection angle of lift flaps at different angles of attack
图 20 气动力随增升襟翼偏角的变化（v∞=0.34 m/s）
Figure 20. Variation of aerodynamic force with the deflection angle of lift flaps （v∞=0.34 m/s）
图 21 气动力随增升襟翼偏角的变化（v∞=25 m/s）
Figure 21. Variation of aerodynamic force with the deflection angle of lift flaps under freestream （v∞=25 m/s）
图 22 增升襟翼不同偏角下压力云图及流线分布（v∞=0.34 m/s）
Figure 22. Pressure contour and streamline distribution under different deflection angles of lift flaps （v∞=0.34 m/s）
图 23 增升襟翼不同偏角下压力云图及流线分布（v∞=25 m/s）
Figure 23. Pressure contour and streamline distribution under different deflection angles of lift flaps at freestream velocity （v∞=25 m/s）
图 24 不同构型气动力随增升襟翼偏角的变化
Figure 24. Variation of aerodynamic force with the deflection angle of lift flaps for different configurations
图 25 不同襟翼偏角下的压力云图
Figure 25. Pressure contours under different deflectionangles of lift flaps
表 1 计算与实验结果对比
Table 1. Comparison of calculation and experimental results
数据来源 T/N Tlip/N Tp/N 实验 161.721 78.012 MRF 173.791 87.236 88.518 MSM 83.861 误差/% 7.46 4.02 
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表 2 不同网格量计算结果对比
Table 2. Comparison of calculation results with different grid quantities
网格量/万 CD CL CM 9 0.01450 0.5225 −0.004341 25 0.01544 0.5438 −0.004662 45 0.01545 0.5439 −0.004626
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