CN112520063B - Pneumatic design method suitable for rotor blade - Google Patents
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Abstract
The invention provides a pneumatic design method suitable for a rotor, which comprises the following steps: determining a number of blades of the rotor; determining a diameter of the rotor blade; selecting wing profiles at different radial positions from the rotor shaft; establishing an airfoil pneumatic performance database; estimating aerodynamic performance parameters of the rotor; an optimization algorithm is used to optimize the overall aerodynamic efficiency of the rotor blade. The pneumatic design method can improve the overall pneumatic efficiency of the rotor under the condition of meeting aerodynamic requirements of the tiltrotor in forward flight, hovering and transitional states.
Description
Technical Field
The invention relates to the technical field of aircrafts, in particular to a pneumatic design method suitable for a rotor wing.
Background
The tiltrotor aircraft not only has the high-speed flight capability of the fixed-wing aircraft, but also has the vertical take-off and landing and hovering capabilities of the helicopter, so that the tiltrotor aircraft is a novel aircraft integrating the main advantages of the fixed-wing aircraft and the helicopter, can be widely applied to the fields of logistics transportation, emergency rescue, scientific investigation, environmental monitoring and the like, and has a wide application prospect. In recent years, tiltrotors are becoming one of the important development directions in the field of aircraft, and are highly valued by multiple countries.
The tiltrotor aircraft is a novel aircraft integrating the fixed-wing aircraft and the helicopter, has the capability of vertical take-off, landing and hovering of a common helicopter and the capability of high-speed cruising and flying of a propeller aircraft, so the tiltrotor aircraft is a novel aircraft integrating the main advantages of the fixed-wing aircraft and the helicopter, can be widely applied to the fields of logistics transportation, emergency rescue, scientific investigation, environmental monitoring and the like, and has wide application prospect. In recent years, tiltrotors are becoming one of the important development directions in the field of aircraft, and are highly valued by multiple countries.
The tiltrotor aircraft is characterized in that a set of rotor tilting system components capable of rotating between a horizontal position and a vertical position are respectively arranged at two wing tips of wings of a similar fixed-wing aircraft, when the aircraft vertically takes off and lands, a rotor shaft is perpendicular to the ground, and is in a horizontal helicopter flight state and can hover in the air, fly back and forth and fly sideways, after the tiltrotor aircraft takes off to reach a certain speed, the rotor shaft can tilt forward or backward by 45 degrees to form a horizontal state, the rotor is used as a tension propeller or a thrust propeller, and at the moment, the tiltrotor aircraft can fly remotely at a higher speed like the fixed-wing aircraft, namely, the power system of the tiltrotor aircraft has the dual functions of the propeller and the rotor.
The fixed wing aircraft generally adopts a propeller as a power device, the helicopter generally adopts a rotor wing as a power device, the propeller refers to a device for converting the rotation power of an engine into propelling force by rotating blades in air or water, two or more blades can be connected with a hub, and the backward surface of each blade is a spiral surface or a propeller similar to the spiral surface; the rotor wing is an important part of the helicopter, and plays a double role of generating lifting force and pulling force in the flight process of the helicopter; the rotor consists of a rotor hub and a plurality of blades, wherein the rotor hub is arranged on a rotor shaft, and the blades like slender wings are connected to the rotor hub, but the rotor shaft of the common rotor is generally arranged along the vertical direction and cannot rotate to the horizontal direction.
In contrast, tiltrotors employ props or proprotors as the power means. This patent will be applied to on the tiltrotor aircraft, can enough provide horizontal pulling force for the tiltrotor aircraft in order to overcome the pneumatic resistance of all-terrain aircraft and realize its high-speed flat flight, can provide perpendicular pulling force again in order to overcome the earth attraction and in order to realize the power device that the tiltrotor aircraft vertically takes off and land and stably hover define as rotor oar or oar rotor, the rotor shaft of its rotor can follow vertical direction, also rotatable to the horizontal direction to distinguish with ordinary rotor.
For any type of aircraft, the power system is the core part, and the main performance (especially the pneumatic performance) directly determines the multiple indexes such as the maximum load, the flight time, the flight speed and the like of the aircraft, so that the design of the power system is very important to the influence of the aircraft, and the difference of the flight speed and the tension of the rotor (proprotor) is large under the horizontal and vertical use states of the rotor (proprotor) unlike the proprotor and the rotor, and the traditional proprotor or rotor pneumatic design method cannot be directly applied to the pneumatic design of the proprotor (proprotor) at present, so that the pneumatic design method suitable for the proprotor (proprotor) needs to be provided.
Disclosure of Invention
In order to solve the problems, the invention provides a pneumatic design method suitable for a rotor blade.
A method of aerodynamic design for a rotor blade, comprising the steps of: determining a number of blades of the rotor; determining a rotor diameter D; selecting wing profiles at different radial positions from the rotor shaft; establishing an airfoil pneumatic performance database; estimating aerodynamic performance parameters of the rotor; an optimization algorithm is used to optimize the overall aerodynamic efficiency of the rotor blade.
Further, the number of blades of the rotor is 2 or 3.
Further, the tension T according to the cruising state c The estimated efficiency eta of the rotor is calculated by the air density rho corresponding to the cruising speed V and cruising height e ＝0.85×2/(√1+8T c /ρπD 2 V 2 +1) to make the desired efficiency larger than the estimated efficiency eta r ≥η e Rotor diameter D is determined from a plot of desired efficiency versus rotor diameter.
Further, according to the Reynolds number distribution and the efficiency coefficient c α Determining wing sections at different radial positions from the axis of the rotor;
airfoil efficiency coefficient:
c in the formula L Is the lift coefficient, C D Is the resistance coefficient alpha stall The stall attack angle, R is the radius, and R is the distance from the rotating shaft center of the position where the wing profile is located.
Further, establishing aerodynamic performance databases of different airfoils under different Reynolds numbers and attack angles, including lift coefficient C L =f (Re, α, af), coefficient of resistance C D ＝f(Re，α，af)。
Further, the aerodynamic performance parameter includes a propulsive efficiency η of the rotor blade at a flat-flight cruise condition c And hover efficiency η at hover state h 。
Further, the propulsion efficiency eta c ＝TV 0 /P c The method comprises the steps of carrying out a first treatment on the surface of the Wherein T is the pulling force of the rotor blade, P c A fly power; the hover efficiency eta h ＝P h /P i . Wherein P is h For hover power, P i ＝T 3/2 /(0.25πD 2 ρ) 1/2 Is the power under ideal conditions; t is the pulling force of the rotor blade, P c The fly power, ρ, is the air density.
Further, the aerodynamic performance parameters include the mounting angle
And a rotational speed n.
Further, the optimization algorithm is preferably a genetic algorithm.
Further, the optimizing the overall aerodynamic efficiency of the rotor blade using the optimization algorithm includes: and determining an optimization variable, determining constraint conditions, determining an optimization target and selecting an optimization result.
The pneumatic design method can improve the overall pneumatic efficiency of the rotor under the condition of meeting aerodynamic requirements of the tiltrotor in forward flight, hovering and transitional states.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present invention, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a design method in the embodiment 1;
FIG. 2 is a schematic view of a rotor blade cruise condition in embodiment 1;
FIG. 3 is a schematic view of a rotor hover state in embodiment 1;
fig. 4 is a schematic view of a tiltrotor aircraft flight envelope in example 2;
FIG. 5 is a schematic illustration of cruise and hover efficiencies versus rotor diameter for embodiment 2;
FIG. 6 is a schematic view of aerodynamic performance of an airfoil in example 2.
Detailed Description
In order that the above objects, features and advantages of the invention will be readily understood, a more particular description of the invention will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
This patent will be applied to on the tiltrotor aircraft, can enough provide horizontal pulling force for the tiltrotor aircraft in order to overcome the pneumatic resistance of all-terrain aircraft and realize its high-speed flat flight, can provide perpendicular pulling force again in order to overcome the earth attraction and in order to realize the power device that the tiltrotor aircraft vertically takes off and land and stably hover define as rotor oar or oar rotor, the rotor shaft of its rotor can follow vertical direction, also rotatable to the horizontal direction to distinguish with ordinary rotor.
Example 1
As shown in fig. 1, a flow diagram of a method of aerodynamic design of a rotor (proprotor) that may improve the overall aerodynamic efficiency of the rotor while meeting the aerodynamic demands of a tiltrotor aircraft in forward flight, hover, and transitional states. As shown in fig. 2, the rotational axis of the rotor blade is perfectly parallel to the direction of flight in cruising flight. As shown in FIG. 3, the axis of rotation may be considered approximately perpendicular to the horizontal plane in the hover state.
The design method specifically comprises the following steps:
step S100: the number of blades of a rotor blade (proprotor) is determined.
In order to reduce the effects of cyclic speed and pressure pulsations in the rotor slip zone on tiltrotors, the number of blades of the rotor (proprotor) is typically 3, and in special cases the number of blades of the rotor (proprotor) may be reduced to 2 in order to reduce the complexity of the pitch mechanism.
Step S200: the diameter D of the rotor blade (proprotor) is determined.
According to the tension requirement T of cruising state c =w/k, cruise speed V, cruise altitude (corresponding to air density ρ) requirement, calculating the estimated efficiency of the rotor
Making the expected efficiency larger than the estimated efficiency eta r ≥η e Rotor diameter D is further determined based on a plot of desired efficiency versus rotor diameter.
Step S300: and selecting wing profiles at different radial positions from the rotor shaft.
In order to increase the overall efficiency of the different flight conditions, the airfoil is required to have a large lift-drag ratio and a maximum stall angle of attack.
Estimating an average chord length c based on the rotor diameter D and the minimum aspect ratio requirement (typically, the aspect ratio of the rotating blades is greater than 6); according to the estimated forward ratio j=v/n s D (where V is cruise speed, n) s For the number of revolutions per second of rotor), the maximum rotational speed n of the rotor is calculated s The method comprises the steps of carrying out a first treatment on the surface of the Calculating the rotational speed V (r) =2pi rn of the phyllanthin at the radial position r (distance of the airfoil from the rotational axis) s The method comprises the steps of carrying out a first treatment on the surface of the Preliminary estimated chord Reynolds number Re (r) =2pi rn s c/v (v) is the air movement viscosity coefficient;
in order to select an airfoil with better comprehensive aerodynamic performance, an airfoil efficiency coefficient is introduced:
according to the Reynolds number distribution and the efficiency coefficient c α And determining wing sections at different radial positions from the axis of the rotor wing.
Step S400: and establishing an airfoil aerodynamic performance database.
Establishing aerodynamic performance databases of different wing profiles under different Reynolds numbers and attack angles by numerical calculation and other methods, wherein the aerodynamic performance databases comprise lift coefficient C L =f (Re, α, af), coefficient of resistance C D =f (Re, α, af), etc.;
step S500: aerodynamic performance estimation software for rotor blades (proprotors) is written.
The tension, torque and power of the hovering state and the flat fly cruising state are calculated by adopting a slice theory, and the specific steps are as follows:
step S510: and calculating aerodynamic force of the phyllanthin.
The phyllin tension dT and the phyllin torque dQ for different radial positions are calculated according to the following formula:
in the method, in the process of the invention,
ρ is the air density;
w is the resultant velocity at radius r,
gamma is the lift-off angle of the airfoil at radius r, gamma=arctan (C D /C L )，
Beta is the interference angle at radius r, by
Iterative solution acquisition (where N B The number of paddles);
step S520: the overall performance is calculated.
Whole rotor blade pulling force
Torque->
And power p=2pi n s Q。
Step S530: the aerodynamic efficiency is calculated.
Propulsive efficiency eta of rotor at flat flight cruising state c And hover efficiency η at hover state h The calculation method of (a) is as follows:
(1) Propulsion efficiency eta C =tv/P. Wherein T is the pulling force of the rotor blade, P c A fly power;
(2) Hover efficiency η h ＝P h /P i . Wherein P is h For hover power, P i ＝T 3/2 /(0.25πD 2 ρ) 1/2 Is the power in ideal state.
Step S600: an optimization algorithm is used to optimize the overall aerodynamic efficiency of the rotor (proprotor).
The optimization algorithm is preferably a genetic algorithm.
Step S610: an optimization variable is determined.
The optimization parameters are selected from a chord length distribution function b (x) and a torsion angle distribution function c (x) of the rotor blade.
The chord length distribution is described by a third order Bezier function:
b(x)＝(1-x) 3 b 0 +3x(1-x) 2 b 1 +3x(1-x)x 2 b 2 +x 3 b 3 where x=r/R is the relative radial position, b 0 、b 1 、b 2 、b 3 Is an optimization variable;
the torsion angle distribution is also described by a third order bessel function:
c(x)＝(1-x) 3 c 0 +3x(1-x) 2 c 1 +3x(1-x)x 2 c 2 +x 3 c 3 the method comprises the steps of carrying out a first treatment on the surface of the Wherein c 0 、c 1 、c 2 、c 3 To optimize the variables.
Step S620: constraint conditions are determined.
Tension T of hovering rotor h =w (W is the maximum takeoff weight of the tiltrotor aircraft, in N); tension T of rotor blade in flat flight cruise state cs =w/k (k is the full lift-to-drag ratio of the tiltrotor aircraft in cruise condition).
Step S630: an optimization objective is determined.
The overall aerodynamic efficiency is targeted for optimization.
Defining the overall aerodynamic efficiency η of a rotor blade e ＝c * ×η c +h * ×η h ；
t c for a total cruise time determined from a flight envelope, t h Is the total hover time determined from the flight envelope.
Step S640: and selecting an optimization result.
Based on the limit of Mach number of blade tips, i.e.
And selecting an optimization result.
Example 2
The aerodynamic design of the rotor (proprotor) of example 1 is further illustrated in this example according to one particular design requirement.
The design requirements of this embodiment include: the total weight W of the tiltrotor aircraft is 100kg, the cruising height is 3000m, the cruising speed is designed to be 120km/h, and the climbing speed is set to be100km/h, the descent speed is 110km/h. The full machine lift-to-drag ratio k=9.5 was designed. A typical flight profile is shown in fig. 4, with a total time of single flight of about 6 hours, wherein the total time of near-ground hover is 1 hour and the total time of climb and descent is 1 hour. According to the overall requirements, the hub mechanism of the rotor is as simple as possible, requiring a cruising efficiency η c Not less than 84%.
Step S100: the number of blades of a rotor blade (proprotor) is determined.
According to the design requirement of the hub, in order to reduce the complexity of the mechanism, the number of rotating blades of the rotor is designed to be 2.
Step S200: the diameter of the rotor (proprotor) is determined.
Based on the total weight of the tiltrotor aircraft, the total tension t=100×9.8/9.5=103.2N of the two rotor blades is calculated, so that the tension of each rotor blade is 51.6N;
according to the design cruising altitude of 3000m, the corresponding air density rho=0.903 kg/m can be obtained 3 ；
According to the design cruising speed of 120km/h, the cruising speed after unit conversion is V=120/3.6=33.3 m/s;
in accordance with the definition of the estimated efficiency,
substituting the above parameters to obtain
According to the expression, the obtained relation between the diameter and the propulsion efficiency is shown in FIG. 5, and D is more than or equal to 1.6m according to the propulsion efficiency requirement eta.e more than or equal to 0.84. The diameter of the rotor is thus set to 1.6m.
Step S300: and selecting wing profiles at different radial positions from the rotor shaft.
Estimating an average chord length c of 0.13m or less according to the diameter d=1.6m (radius r=0.8m) and the minimum aspect ratio requirement (typically, the aspect ratio of the rotating blade is greater than 6);
according to the estimated forward ratio j=v/n s D=0.8, calculating the maximum rotation speed of the rotor at 1560rpm, preliminary estimating chordLong reynolds number Re (r) =rx1.5x10 6 ；
According to the Reynolds number distribution and efficiency coefficient
Taking the relative radius R/R=0.7 as a priority object, one airfoil profile is selected from the common airfoil profiles of the propellers. And meanwhile, determining the distribution of the airfoil family according to the efficiency coefficient and a database of airfoils with different thicknesses. For this embodiment, an airfoil shape was selected where the standard Clark Y was 0.7 times the radius, and the thickness distribution was a quadratic function distribution.
Step S400: and establishing an airfoil aerodynamic performance database.
The airfoil aerodynamic databases for different radial positions were obtained using CFD methods and the Xfoil software disclosed, as shown in fig. 6. And constructing a database according to the estimated Reynolds numbers by corresponding Reynolds numbers at different radius positions.
The built airfoil data should have an angle of attack in which the effective angle of attack should cover a lift coefficient C in the range of 0-20 degrees L Coefficient of resistance C D ；
Since Xfoil calculation conditions are generally limited to stall angle of attack alpha stall Calculating by internal aerodynamic force, and adopting a CFD method for the aerodynamic calculation of the part exceeding the stall attack angle;
step S500, estimating a aerodynamic performance parameter of a rotor blade (proprotor).
Calculating the installation angle
Tension T, power P and efficiency eta in all combined conditions with a rotational speed n of between 500 and 3000rpm and in accordance with cruise conditions c Tension T in hover state h Is calculated to satisfy the design requirement of the installation angle +.>
And the rotation speed n, and simultaneously gives the corresponding propulsion efficiency eta c And hover efficiency η h 。
Step S600: an optimization algorithm is used to optimize the overall aerodynamic efficiency of the rotor (proprotor).
The optimization algorithm adopted is a genetic algorithm.
Step S610: an optimization variable is determined.
According to the specific requirements of the application example, the following optimization variables are determined:
four constant terms b in the chord length distribution function 0 、b 1 、b 2 、b 3 The method comprises the steps of carrying out a first treatment on the surface of the Four constant terms c of the torsion angle distribution function 0 、c 1 、c 2 、c 3 ；
Step S620: constraint conditions are determined.
The constraint conditions are determined as follows: the hover tension was 490N and the cruise tension was 51.6N.
Step S630: an optimization objective is determined.
The optimization targets are as follows: overall efficiency eta p ＝0.5×η c +0.5×η h 。
Step S640: and selecting an optimization result.
Based on the limit of Mach number of blade tip less than 0.65, i.e
And finally selecting an optimization result. The specific parameters are as follows:
| project | Parameters (parameters) |
| Diameter of | 1.6m |
| Rotational speed | 1670rpm |
| Hover efficiency | 65％ |
| Propulsion efficiency | 85％ |
Finally, it is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
In the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (7)
1. A method of aerodynamic design for a rotor blade, comprising the steps of:
determining a number of blades of the rotor;
determining a rotor diameter D;
selecting wing profiles at different radial positions from the rotor shaft;
establishing an airfoil pneumatic performance database;
estimating aerodynamic performance parameters of the rotor;
optimizing the overall aerodynamic efficiency of the rotor blade by adopting an optimization algorithm;
the step of determining the diameter D of the rotor is as follows:
tension T in accordance with cruising conditions c The estimated efficiency of the rotor is calculated by the air density rho corresponding to the cruising speed V and cruising height
Making the expected efficiency larger than the estimated efficiency eta r ≥η e Determining a rotor diameter D from a plot of desired efficiency versus rotor diameter;
the aerodynamic performance parameter includes the propulsive efficiency eta of the rotor at the level fly cruising state c And hover efficiency η at hover state h ；
The propulsion efficiency eta c ＝TV 0 /P c The method comprises the steps of carrying out a first treatment on the surface of the Wherein T is the pulling force of the rotor blade, P c A fly power;
the hover efficiency eta h ＝P h /P i The method comprises the steps of carrying out a first treatment on the surface of the Wherein P is h For hover power, P i ＝T 3/2 /(0.25πD 2 ρ) 1/2 Is the power under ideal conditions; t is the pulling force of the rotor blade, P c The fly power, ρ, is the air density.
2. A method of aerodynamic design for a rotor according to claim 1, characterized in that the number of blades of the rotor is 2 or 3.
3. A pneumatic design for a rotor blade according to claim 1The method is characterized in that the method comprises the following steps of according to the Reynolds number distribution and the efficiency coefficient c α Determining wing sections at different radial positions from the axis of the rotor;
airfoil efficiency coefficient:
c in the formula L Is the lift coefficient, C D Is the resistance coefficient alpha stall The stall attack angle, R is the radius, and R is the distance from the rotating shaft center of the position where the wing profile is located.
4. A method of aerodynamic design for a rotor according to claim 1, wherein a database of aerodynamic performance of different airfoils at different reynolds numbers, angles of attack is built, including lift coefficient C L =f (Re, α, af), coefficient of resistance C D ＝f(Re,α,af)。
5. A method of aerodynamic design for a rotor as claimed in claim 1, wherein the aerodynamic performance parameter comprises a mounting angle
And a rotational speed n.
6. A method for aerodynamic design of a rotor according to claim 1, characterized in that the optimization algorithm is preferably a genetic algorithm.
7. A method of aerodynamic design for a rotor as defined in claim 1, wherein said optimizing the overall aerodynamic efficiency of the rotor using an optimization algorithm comprises: and determining an optimization variable, determining constraint conditions, determining an optimization target and selecting an optimization result.
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| CN109558650A (en) * | 2018-11-09 | 2019-04-02 | 中国直升机设计研究所 | The analysis method that lifting airscrew icing influences rotary wing performance |
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