VORTEX CONTROL BY THE SPANWISE SUCTION FLOW ON THE UPPER SURFACE OF DELTA WING

The numerical investigation has been performed to explore the feasibility of vortex control by leading edge sucking excitation on a delta wing. The results reveal that the flow on the upper surface of the delta wing changes significantly in a wide range of the angle of attack. For the vortical flow at moderate angle of attack, the secondary and tertiary vortices are weakened or suppressed, and the total lift is almost unchanged. For the stalled flow at high angle of attack, the leading edge concentrated vortex is recovered, and the lift is enhanced with increasing suction rate. For the bluff-body flow at even high angles of attack, the lift can still be improved. The concentrated vortex disappears on the upper surface, and the load increment is nearly unchanged along the chordwise direction.

EXPERIMENTS AND ANALYSIS OF HYSTERESIS OF VORTEX BREAKDOWN OVER PITCHING-UP DELTA WINGS

An investigation of the hysteresis of vortex breakdown over pitching-up deltawings is presented. Based on experiments, there are two main reasons which can be usedto explain the hysteresis of vortex breakdown. One is the time or phase lag due to the ini-tial suPerPOsition of linearized small disturbance, which enlarges the range of the incidenceof keeping attached flow and postpones the initial incidence of vortex breakdown. Theother is the reduction of adverse pressure gradient due to the periphery centrifugal instabil-ity after the concentrated vortex has come into being, which is the key reason of hystere-sis of vortex breakdown- The structure of vortex over a pitching up delta wing can be di-vided into three layers, which is not a significant a1teration compared with that of vortexover a static delta wing.

Aerodynamic improvement of a delta wing in combination with leading edge flaps

Recently, various studies of micro air vehicle （MAV） and unmanned air vehicle （UAV） have been reported from wide range points of view. The aim of this study is to research the aerodynamic improvement of delta wing in low Reynold＇s number region to develop an applicative these air vehicle. As an attractive tool in delta wing, leading edge flap （LEF） is employed to directly modify the strength and structure of vortices originating from the separation point along the leading edge. Various configurations of LEF such as drooping apex flap and upward deflected flap are used in combination to enhance the aerodynamic characteristics in the delta wing. The fluid force measurement by six component toad ceil and particle image velocimetry （PIV） analysis are performed as the experimental method. The relations between the aerodynamic superiority and the vortex behavior around the models are demonstrated.

Piezoelectric energy harvesting from flexible delta wings

The potential for harvesting energy from a flexible delta wing using a piezoelectric bimorph is experimentally investigated.Different configurations of the proposed harvesting system were tested in a wind tunnel over a broad range of airspeeds.In addition to evaluating the level of harvested power,an analysis is performed to extract critical aspects for the relation between speed,flexibility,geometry and the potential power that can be harvested from a clamped,cantilevered flexible delta wing at low angles of attack and low speeds.This analysis provides an insight into parameters that impact energy harvesting from flexible membranes or elements.

Mechanism of Generation and Collapse of a Longitudinal Vortex System Induced around the Leading Edge of a Delta Wing

The purpose of the paper is to clarify the mechanism of generation and collapse of a longitudinal vortex system induced around the leading edge of a delta wing. CFD captured well characteristics of flow structure of the vortex system. It is found that the vortex system has a cone-shaped configuration, and both rotational velocity and vorticity have their largest values at the tip of the vortex and reduce downstream along the vortical axis. This resulted in inducing the largest negative pressure at the tip of the delta wing surface. The collapse of the vortex system was also studied. The system can still remain until the tip angle of 110 degrees. However, between 110 degrees and 120 degrees, the system becomes unstable. Over 120 degrees, the characteristics of the vortex are considered to have converted from the longitudinal vortex to the transverse one.

Experimental Study on Aerodynamic Noise Radiated from Delta Wing

Aerodynamic noise has been impairing the comfort of passengers in automobiles.Studies have shown that the aerodynamic noise is generated by the separation of the flow and the generation of the longitudinal vortex at the front pillar(A-pillar)and the door mirror.To remove the effects of the door mirror and extract the longitudinal vortex from A-pillar,studies employ the delta wing model.This research also employed the model and observed relations between the generated sound from the vortex at the A-pillar and the surface pressure fluctuation of the wing.The experiment was carried out in a wind tunnel of the Japan Aerospace Exploration Agency(JAXA)wind tunnel using the delta wing model.The radiated sound was measured using a far-field microphone to characterize the sound,and microphone array to conduct sound source exploration.Distribution of surface pressure fluctuation was measured using electret condenser microphones.Results showed that the radiated sound has a characteristic of dipole sound,and broadband sound from 1 kHz is radiated from the apex of the wing.Those indicate that sound generated from the apex of the delta wing was scattered at the surface of the delta wing,which follows the Lighthill-Curle theory.Surface pressure fluctuation with high fluctuation was distributed following the cone-like shape of the longitudinal vortex.Their peaks moved to the apex with the frequency increase.Coherence between far-field sound and surface pressure fluctuation was calculated.The point which is 70 mm inward from the apex showed higher value than those at the apex.As the diameter of the longitudinal vortex grows at the downstream,it is considered that a certain vortex scale radiates the most noise.

Aerodynamic Sound Radiated from Longitudinal and Transverse Vortex Systems Generated around the Leading Edge of Delta Wings

Flow around the front pillar of an automobile is typical of a flow field with separated and reattached flow by a vortex system. It is known that the vortex system causes the greatest aerodynamic sound around a vehicle. The objective of the present study is to clarify the relationship between vortical structures and aerodynamic sound by the vortex system generated around the front pillar. The vortex system consists of the longitudinal and the transverse system. The characteristics of the longitudinal vortex system were investigated in comparison with the transverse one. Two vortex systems were reproduced by three-dimensional delta wings. The flow visualization experiment and the computational fluid dynamics (CFD) captured well the characteristics of the flow structure of the two vortex systems. These results showed that the longitudinal with the rotating axis along mean flow direction had cone-shaped configuration whereas the transverse with the rotating axis vertical to mean flow direction had elliptic one. Increasing the tip angles of the wings from 40 to 140 degrees, there first exists the longitudinal vortex system less than 110 degrees, with the transition region ranging from 110 to 120 degrees, and finally over 120 degrees the transverse appears. The characteristics of aerodynamic sound radiated from the two vortex systems were investigated in low Mach numbers, high Reynolds number turbulent flows in the lownoise wind tunnel. As a result, it was found that the aerodynamic sound radiated from both the longitudinal and the transverse vortex system was proportional to the fifth from sixth power of mean flow velocity, and that the longitudinal vortex generated the aerodynamic sound larger than the transverse.

Steady vortex force theory and slender-wing flow diagnosis

The concept vortex force in aerodynamics is sys- tematically examined based on a new steady vortex-force theory （Wu et al., Vorticity and vortex dynamics, Springer, 2006） which expresses the aerodynamic force （and moment） by the volume and boundary integrals of the Lamb vector. In this paper, the underlying physics of this theory is explored, including the general role of the Lamb vector in non- linear aerodynamics, its initial formation, and its relevance to the total-pressure non-uniformity. As a typical example, the theory is applied to the flow over a slender delta wing at a large angle of attack. The highly localized flow structures with high Lamb-vector peaks are identified in terms of their net contribution to various constituents of the total aerody-namic force. This vortex-force diagnosis sheds new light on the flow control and configuration optimization.

Longitudinal Aerodynamic Characteristics of the Novel Wing-Body

The Longitudinal Aerodynamic Characteristics （LACs）of a wing-body without tail unit is computed and tested in wind tunnel. The empirical formulas of Datcom and some other authors are applied to estimate the basic Aerodynamic Coefficients. Two wing options are covered as analysis space, namely, the double-delta wing and streak wing, getting two analysis groups respectively. Good agreement between the computation results and the wind tunnel tests shows that the methodology presented is a simple and reliable way to calculate this kind of novel wing-body configurations.

壁面质量引射对高速飞行器减阻降热影响的研究

针对未来新型高速飞行器高升阻比和低热载荷的发展需求,本文选取贴近工程实际应用的三角翼为研究对象,开展了飞行状态下大面积壁面质量引射对减阻降热影响的数值模拟研究,对比分析了壁面质量引射在不同的飞行高度、来流马赫数、引射流量、引射温度和气体模型条件下对三角翼气动力热特性的影响。从高速飞行器减阻降热的工程需求出发,指出了质量引射流动控制在工程应用中存在的问题与后续应重点关注的方向。

不同前缘形状非细长三角翼等离子体流动控制的参数影响实验

为改善非细长三角翼的大迎角失速特性,探索前缘形状对流动控制效果的影响规律,基于交流介质阻挡放电(AC-DBD)等离子体激励,开展了非细长三角翼流动控制风洞实验研究。针对3个不同前缘曲率半径的三角翼模型,研究了激励参数对流动控制效果的影响规律。结果表明:小迎角状态下,尖前缘三角翼的升力系数略高于其他两种钝前缘三角翼;圆前缘三角翼的最大升力系数最高;指向上翼面的前缘激励在失速迎角之前对升力系数的控制效果最好,指向下翼面的前缘激励则在失速迎角之后效果更佳;圆前缘三角翼的控制效果最好,相同激励电压下(12 kV),激励控制对尖、圆和椭圆前缘三角翼在过失速阶段升力分别可提高3.6%、5.9%和4.2%。最优的无量纲脉冲激励频率为f^(+)=1to2,最优占空比为5%,电压幅值越高,控制效果越好。分析认为AC-DBD激励控制非细长三角翼的主要机理是其对剪切层的非定常扰动,非体积力加速效应;机翼前缘处的流体动能分布影响诱导流向涡的形成,使不同前缘形状非细长三角翼的流动控制效果不同。

典型三角翼的大迎角动态流场分析

飞行器大迎角动态机动飞行时,流场会产生流动分离和涡破碎,气动力表现出很强的非线性和非定常特征,需要对大迎角特性作出进一步研究。该文以CFD技术为基础,通过对典型三角翼模型大迎角俯仰振荡过程中气动力和流场的深入分析,展现模型大迎角动态流场发生流动分离和涡破碎的全过程,揭示大迎角下非线性气动力变化的物理机理。

Aerodynamics of non-slender delta and reverse delta wings:Wing thickness,anhedral angle and cropping ratio

The effects of thickness-to-chord(t=c)ratio,anhedral angle(d),and cropping ratio from trailing-edge(Cr%)on the aerodynamics of non-slender reverse delta wings in comparison to non-slender delta wings with sweep angle of 45°were characterized in a low-speed wind tunnel using force and pressure measurements.The measurements were conducted for total of 8 different delta and reverse delta wings.Two different t/c ratios of 5.9%and 1.1%,and two different anhedral angles ofd=15°and 30°for non-cropped and cropped at Cr=30%conditions were tested.The results indicate that the reverse delta wings generate higher lift-to-drag ratio and have better longitudinal static stability characteristics compared to the delta wings.The wing thickness has favorable effect on longitudinal static stability for the reverse delta wing whereas longitudinal static stability is not influenced by wing thickness for the delta wing.For reverse delta wings,the anhe-draled wing without cropping has adverse effect on aerodynamic performance and decreases the lift-to-drag ratio.Cropping in anhedraled wing causes significant improvement in lift-to-drag ratio,shift in aerodynamic and pressure centers towards the trailing-edge,and enhancement in longitudi-nal static stability.

建设长三角北翼医学人才高地,推进中国式现代化南通新实践——以南通医学人才队伍建设为例

探讨南通医学人才队伍建设对南通建设长三角北翼医学人才高地,推进中国式现代化南通新实践的重要性,以及当前南通医学人才队伍建设中存在的不足。通过分析南通医学人才结构适应性、医学科技创新能力及人才政策等方面的问题,提出了一系列策略,包括拓宽基层人才网底、加强医教协同、优化人才结构、推进医学科技创新、加强政策支持和进行卫生健康系统的数字化转型。这些策略旨在促进南通成为长三角北翼医学人才高地,推动中国式现代化南通新实践的实现,进而为“健康南通”建设做出积极贡献。

大攻角运动时的机翼摇滚问题研究综述

机翼摇滚是现代战斗机、导弹设计中普遍遇到的横向不稳定现象之一,属于典型的大攻角动态特性问题.20多年来,机翼摇滚问题在国内外航空工业界、学术界都引起了极大的重视和兴趣,并在实(试)验、计算方面发表了许多文章,对机翼摇滚问题的认识也取得了较大的进展.本文对自1981年Nguyen、Yip及Chambers最早研究机翼摇滚现象以来,在该问题研究方面的近100多篇有代表性的论文进行了综述,内容涉及实(试)验研究、计算研究的各个方面,并对今后的发展趋势提出了自己的看法.

双三角翼飞机气动力工程计算研究

双三角机翼比三角机翼气动布局具有更优越的升阻特性.飞机空气动力的工程计算是用数值方法寻求飞机最优设计方案的基础.采用基于面积比思想的半经验工程算法计算了双三角翼飞机的升力系数曲线斜率、零升阻力系数和诱导阻力因子.结果经风洞试验数据校验,精度完全能满足飞机方案设计要求.

高阶精度格式WCNS在三角翼大攻角模拟中的应用研究

采用5阶精度的加权紧致非线性格式(WCNS-E-5)数值模拟了65°三角翼的大攻角绕流流场,主要目的是考核高阶精度格式WCNS在大攻角旋涡流动方面以及跨声速流场的激波附面层干扰、涡破裂位置的模拟能力,重点研究不同网格规模和湍流模型对尖前缘三角翼涡系之间的相互作用的影响。通过求解任意坐标系下的雷诺平均N-S方程,采用5阶精度的加权紧致非线性格式(WCNS-E-5)和多块对接结构网格技术,两种湍流模型分别是一方程SA和两方程SST湍流模型,在与相应试验结果对比的基础上,详细研究了WCNS-E-5格式在跨声速大攻角旋涡流动中的表现,以及不同网格规模、两种湍流模型对主涡二次涡相互作用、涡破裂位置和表面压力分布的影响。本文的研究结果表明,高阶精度格式WCNS-E-5能成功应用于三角翼的跨声速大攻角流动,网格规模的增加进一步提高流场分辨率,SST湍流模型相对SA湍流模型在三角翼大攻角流动中具有更好的适用性。

三角翼微秒脉冲等离子体流动控制的试验研究

为改善三角翼在大迎角下的气动特性,进行了微秒脉冲表面介质阻挡放电(SDBD)激励在静止空气中的纹影试验、不同迎角下的PIV测速试验以及不同试验参数下的测力试验。试验结果表明:微秒脉冲SDBD可产生快速温升,快速温升在流场局部诱导产生压缩波;微秒脉冲SDBD激励可有效地控制低速三角翼大迎角下的流动分离,且随迎角增大,流动控制效果逐渐减弱直到消失;存在最佳激励频率,此时流动控制效果最好,当来流风速30 m/s时,最佳激励频率为80 Hz,无量纲频率为1,可将三角翼最大升力系数提高4.3%,失速迎角推迟2°;在同一迎角下,来流速度45 m/s时,流动控制效果较30 m/s时有所降低。

三角翼上分离及涡流的数值模拟

综述了三角翼（包括双三角翼，边条－三角翼，近距耦合鸭翼）上分离及涡流问题的数值模拟进展，介绍了用Ｅｕｌｅｒ方程、Ｎ－Ｓ方程的数值方法模拟不同三角翼，在不同攻角、不同来流Ｍ数等多种条件下的复杂涡流形态和流动结构，研究了控制方程、网格、湍流模型和计算方法等对计算结果的影响．

三角翼布局气动特性及流动机理研究

采用流场解算器TRIP2.0(Trisonic Platform version 2.0),在与风洞测力试验比较的基础上,研究了多种跨超声速来流状态下某三角翼布局基本外形气动特性以及前缘涡的产生和发展。数值模拟结果揭示了在不同马赫数、攻角、侧滑角条件下,前缘涡的产生、发展和破裂过程及其对气动特性的影响。在背风区旋涡结构随马赫数的变化关系上,数值模拟结果显示,亚声速旋涡破裂发生在逆压区,破裂从涡轴上开始,超声速旋涡不易破裂,除非在激波的作用下变为亚声速旋涡,该结果在定性上与理论分析结果取得来了较好的一致。对有侧滑角状态下,背风区旋涡的流动特性进行了研究,得到一些有价值的结论。