Study on the support interference of vane suspension support system in high speed wind tunnels
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摘要: 以Ty-154标模为研究对象，分别对其有、无假条带干扰进行试验，获得了条带支撑干扰量。采用嵌套网格方法，数值模拟了条带对Ty-154标模的干扰作用。结合试验与数值结果，分析了支撑干扰产生的机理，探讨了条带支撑对模型局部细节的一些破坏可能产生的影响，并与尾、腹支撑干扰特点进行了对比。数值模拟与试验结果吻合较好，研究方法可靠性高。结果表明：条带支撑对CL干扰很小，使得CD增大约0.0005，并产生一个较小的抬头力矩干扰，较尾、腹支撑优势明显；Ma>0.9时，条带干扰量增大，干扰规律不定；动带机身开槽及定带转轴对试验结果影响都很小。Abstract: Experiments with and without fake vanes are conducted using Ty-154 standard model, and the interference magnitudes are acquired. Chimera grids are used in numerical investigation. Through the work of experiments and CFD, the interference mechanisms are studied, the influence of model's breakage caused by the vanes is investigated, and the sting and belly blade support methods are also brought to compare with the vanes. The numerical results coincide well with experiments, proving the reliability of the study method. Due to the vanes' interference, the CD increase about 0.0005 and a small head-up pitching moment occurs while CL changes little. The vane support shows apparent advantages over sting and belly blade support in support interference characteristics. Under the Ma>0.9 condition, the vanes' interference increases and becomes unpredictable. The influence of the crack between the front vane and the fuselage as well as the shaft of back vane is small.
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Key words:
- vane suspension support /
- support interference /
- wind tunnel test /
- CFD /
- chimera grids
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图 2 Ty-154标模条带支撑干扰试验相片
Figure 2. Photo of vane interference correction tests of Ty-154 model
图 4 模型表面及对称面网格划分及挖洞结果
Figure 4. Surface and symmetry plane grids of Ty-154 model and hole-cutting results
图 5 Ty-154标模数值计算结果与试验结果的比较(Ma=0.6)
Figure 5. Comparison between CFD and experimental results of Ty-154 model (Ma=0.6)
图 6 尾支撑干扰量数值计算与试验结果的比较(Ma=0.6)
Figure 6. Comparison of interference results of sting via CFD and experiments (Ma=0.6)
图 7 条带支撑干扰量数值与试验结果对比 (Ma=0.6)
Figure 7. Comparison of interferences results of vane via CFD and experiments (Ma=0.6)
图 9 条带支撑对模型表面压力系数干扰量ΔCp分布(Ma=0.6,α=2°)
Figure 9. Distribution contour of interferences to the pressure coefficient of Ty-154 model surface caused by vane support(Ma=0.6,α=2°)
图 10 动、定带及全部条带的支撑干扰量对比(Ma=0.6)
Figure 10. Comparison of interferences caused by front vane,back vane and whole vanes (Ma=0.6)
图 11 动带附近模型机身表面压力干扰量ΔCp分布(Ma=0.6,α=2°)
Figure 11. Distribution contour of interferences to the pressure coefficient of Ty-154 model surface caused by front vane support(Ma=0.6,α=2°)
图 12 定带支撑对机身、机翼表面压力系数干扰量ΔCp分布(Ma=0.6,α=2°)
Figure 12. ΔCp distribution of aft-fuselage and wing root
图 13 机身下表面动带附近压力系数干扰量分布随马赫数变化
Figure 13. ΔCp distribution of lower-fuselage surface near front-vane varies against Mach numbers
图 14 较高马赫数下动带周围流场分布情况
Figure 14. The flow field near front vanes at relative high Mach numbers
图 15 较高马赫数下条带对机翼平尾表面干扰分布情况
Figure 15. ΔCp distribution of wing and horizontal empennage at relative high Mach numbers
图 16 动带与前机身相交处及定带转轴细节图
Figure 16. Detailed photos of the joint of front vane and fuselage and the shaft of back vane (Ma=0.6)
图 17 开槽形状及位置尺寸示意图
Figure 17. The study model of the crack between the fuselage and front vane
图 18 模拟机身开槽和定带转轴对试验结果的干扰量(Ma=0.6)
Figure 18. The calculated interferences caused by the fuselage crack and the shaft of back vane
图 19 动带机身开槽及定带转轴影响(Ma=0.6)
Figure 19. The flow field interference caused by the fuselage crack and the shaft of back vane
图 20 3种支撑方式支撑干扰量结果对比(Ma=0.6)
Figure 20. Comparison of interference results of different supports (Ma=0.6)
表 1 动、定带干扰量与条带整体干扰量关系(Ma=0.7)
Table 1. The relationship of front and back vane interference and the whole vanes interference (Ma=0.7)
α (ΔCL动带+ΔCL定带)
-ΔCL条带(ΔCD动带+ΔDL定带)
-ΔCD条带(ΔCm动带+ΔmL定带)
-ΔmD条带-2° 0.0002 -0.0001 0.0003 0° 0.0002 -0.0002 0.0001 2° 0.0003 -0.0002 0.0003 4° 0.0001 -0.0002 0.0003 8° -0.0003 -0.0002 0.0006 
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