Low-resistance large civil airliner body based on bionic microstructure technology

Abstract

The invention discloses a low-resistance large civil airliner fuselage based on a bionic microstructure technology, aiming at flow field attribute characteristics of different positions of the fuselage of a large civil airliner in a cruising flight state, resistance reduction microstructures with three shapes are respectively adopted, and are arranged at different positions of the fuselage in five sections to form a resistance reduction surface of the whole fuselage; the resistance reduction characteristics of the microstructures with different shapes can be effectively and comprehensively utilized, the fuselage resistance of the aviation aircraft during cruising flight is remarkably reduced on the whole, and therefore the flight efficiency of the aircraft is improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft, and particularly relates to a low-drag fuselage of a large civil airliner based on bionic microstructure technology. Background Art

[0002] With the continuous progress of technology, more stringent requirements have been put forward for aspects such as the speed and fuel efficiency of aircraft. Traditional aircraft design technologies are gradually approaching their performance bottlenecks. Through a long evolutionary process, nature has endowed various organisms with exquisitely designed structures and functions. These biological structures often possess excellent performance. For example, the microscopic structure on the surface of shark skin helps reduce drag and enables efficient and rapid forward movement. Numerous studies at home and abroad have shown that applying bionic microstructures in aircraft design and manufacturing can break through the limitations of traditional technologies and further improve the performance of aircraft.

[0003] Currently, the application of bionic microstructure technology in aircraft design mostly focuses on, for example, a sand dune-like hierarchical drag reduction double-layer micro-rib structure disclosed in Chinese Patent CN116142443A, a sand dune-like aerodynamic drag reduction tongue-shaped microstructure authorized by Chinese Patent CN 108327894 B, and a hypersonic flow drag reduction structure applied for in Chinese Patent CN 118665701 A. The above designs all involve changing the traditional microstructure shape and further improving the drag reduction ability of the microstructure through new complex three-dimensional microstructure designs, but there is no specific form and design scheme for applying microstructure technology to the surfaces of various components of aircraft.

[0004] Another example is the aerodynamic article and its method applied for in Chinese Patent CN 109311532 A, a film drag reduction mechanism applicable to an aircraft fuselage applied for in Chinese Patent CN112027051A, a manufacturing method of a microstructure drag reduction film on the surface of a drone rotor authorized by Chinese Patent CN 109795673 B, and an amorphous metal tension bar authorized by Chinese Patent CN 102348599 B. Although the above designs all involve applying microstructure technology to aircraft and their components, they mostly conduct research and innovation from the perspectives of specific materials, structures, and preparation process methods of related microstructure products, attempting to obtain greater usage benefits, and they do not propose a specific form and design scheme of a new aerodynamic drag reduction microstructure applicable to the fuselage considering the wall flow characteristics of aircraft. Summary of the Invention

[0005] In order to overcome the deficiencies of the prior art, the present invention provides a low-drag fuselage for large civil airliners based on bionic microstructure technology. According to the flow field property characteristics of different positions on the fuselage of large civil airliners in the cruise flight state, three types of drag-reducing microstructures with different shapes are respectively adopted and arranged in five sections at different positions on the fuselage to form a drag-reducing surface for the entire fuselage. The drag-reducing characteristics of different-shaped microstructures can be effectively utilized comprehensively to significantly reduce the fuselage drag during the cruise flight of the aircraft in general, thereby improving the flight efficiency of the aircraft.

[0006] The technical solution adopted by the present invention to solve its technical problems is as follows:

[0007] A low-drag fuselage for large civil airliners based on bionic microstructure technology, including a nose drag-reducing section, a front straight drag-reducing section, a middle straight drag-reducing section, a rear straight drag-reducing section, and a tail shrinkage drag-reducing section;

[0008] The nose drag-reducing section is the fuselage surface with a flow-direction drag-reducing microstructure having a triangular cross-section. The apex angle of the triangle of the nose drag-reducing section microstructure is α1, the microstructure height is h1, and the microstructure width where is the optimal drag-reducing dimensionless width of the nose drag-reducing section microstructure, μ is the dynamic viscosity coefficient of the fluid, ρ is the density of the fluid, and τ w1 is the local friction stress on the surface of the nose drag-reducing section;

[0009] The front straight drag-reducing section is the fuselage surface with a flow-direction drag-reducing microstructure having a triangular cross-section. The apex angle of the triangle of the front straight drag-reducing section microstructure is α2, the microstructure height is h2, and the microstructure width where is the optimal drag-reducing dimensionless width of the front straight drag-reducing microstructure, and τ w2 is the local friction stress on the surface of the front straight drag-reducing section;

[0010] The middle straight drag-reducing section is the fuselage surface with a flow-direction drag-reducing microstructure having a triangular cross-section. The apex angle of the triangle of the middle straight drag-reducing section microstructure is α3, the microstructure height is h3, and the microstructure width where is the optimal drag-reducing dimensionless width of the middle straight drag-reducing microstructure, and τ w3 is the local friction stress on the surface of the middle straight drag-reducing section;

[0011] The rear straight drag-reducing section is the fuselage surface with a flow-direction drag-reducing microstructure having a triangular cross-section. The apex angle of the triangle of the rear straight drag-reducing section microstructure is α4, the microstructure height is h4, and the microstructure width where is the optimal drag-reducing dimensionless width of the rear straight drag-reducing section microstructure, and τ w4 is the local friction stress on the surface of the rear straight drag-reducing section;

[0012] The tail contraction drag reduction section is the fuselage surface with flow direction drag reduction microstructures of triangular cross-section. The microstructures of the tail contraction drag reduction section have the smallest size, with the apex angle of the microstructure triangle being α5, the microstructure height being h5, and the microstructure width wherein is the optimal dimensionless width of the microstructure of the tail contraction drag reduction section, and τ w5 is the local friction stress on the surface of the tail contraction drag reduction section;

[0013] The microstructure heights of the nose drag reduction section, the front straight drag reduction section, the middle straight drag reduction section, the rear straight drag reduction section, and the tail contraction drag reduction section are all equal, that is, the microstructure height at any point on the fuselage surface remains unchanged, that is, h1 = h2 = h3 = h4 = h5; the microstructure widths of each section on the fuselage change discontinuously. The microstructure width of the fuselage surface from the nose to the tail first decreases, then increases, and finally gradually decreases, that is, s1 = s3 > s2 = s4 > s5.

[0014] Preferably, the apex angle of the microstructure of the nose drag reduction section is α1 = 100°, and the microstructure height h1 = 0.643s1.

[0015]

[0016] Preferably, the apex angle of the microstructure of the front straight drag reduction section is α2 = 60°, and the microstructure height h2 = 0.866s2.

[0017] Preferably, the apex angle of the microstructure of the middle straight drag reduction section is α3 = 100°, and the microstructure height h3 = 0.643s3.

[0018] Preferably, the apex angle of the microstructure of the rear straight drag reduction section is α4 = 60°, and the microstructure height h4 = 0.866s4.

[0019] Preferably, the apex angle of the microstructure of the tail contraction drag reduction section is α5 = 20°, and the microstructure height h5 = 0.984s5.

[0020] Preferably, the microstructure coverage range of the nose drag reduction section is L1 to L2, where L1 = 0.020 to 0.030L, L2 = 0.155 to 0.165L, L is the total length of the fuselage, and the included angle between the extension direction of the microstructure and the fuselage axis is within the range of 0 to 30°; the microstructure coverage range of the front straight drag reduction section is L2 to L3, where L3 = 0.360 to 0.370L, and the included angle between the extension direction of the microstructure and the fuselage axis is within the range of 0 to 5°; the microstructure coverage range of the middle straight drag reduction section is L3 to L4, where L4 = 0.505 to 0.515L, and the included angle between the extension direction of the microstructure and the fuselage axis is within the range of 0 to 15°; the microstructure coverage range of the rear straight drag reduction section is L4 to L5, where L5 = 0.745 to 0.755L, and the included angle between the extension direction of the microstructure and the fuselage axis is within the range of 0 to 5°; the microstructure coverage range of the tail contraction drag reduction section is L5 to L6, where L6 = 0.975 to 0.985L, and the included angle between the extension direction of the microstructure and the fuselage axis is within the range of 0 to 20°.

[0021] Preferably, the microstructure is formed on the fuselage surface by laser etching, or the fuselage surface is covered by pasting a flexible film with such a structure.

[0022] The beneficial effects of the present invention are as follows:

[0023] In view of the flow field property characteristics of different positions of the fuselage of a large civil airliner in the cruise flight state, the present invention respectively adopts three types of drag reduction microstructures with different shapes, which are arranged in five sections at different positions of the fuselage to form a drag reduction surface for the entire fuselage. It can effectively comprehensively utilize the drag reduction characteristics of different-shaped microstructures to significantly reduce the fuselage drag during the cruise flight of an aircraft in general. Therefore, the present invention can improve the flight efficiency of the aircraft, reduce the resistance it encounters during operation, and has important significance for the green and sustainable development of energy conservation and emission reduction. Description of the Drawings

[0024] Figure 1 Schematic diagram of the fuselage of the airliner of the present invention;

[0025] Figure 2 Comparison diagram of the calculation results of the aerodynamic characteristics of the drag coefficient varying with the angle of attack in the embodiment of the present invention;

[0026] Figure 3 Comparison diagram of the calculation results of the polar curve aerodynamic characteristics of the lift coefficient varying with the drag coefficient in the embodiment of the present invention.

[0027] Reference numerals: a - microstructure with a 100° triangle apex angle, b - microstructure with a 60° triangle apex angle, c - microstructure with a 20° triangle apex angle, 1 - nose drag reduction section, 2 - front straight drag reduction section, 3 - middle straight drag reduction section, 4 - rear straight drag reduction section, 5 - tail contraction drag reduction section. Detailed implementation manners

[0028] The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

[0029] The object of the present invention is to provide a low-drag fuselage of a large civil airliner based on bionic micro-structure technology. According to the flow field property characteristics of different positions of the fuselage of a large civil airliner in the cruise flight state, three types of drag-reducing micro-structures with different shapes are respectively adopted, which are arranged in five sections at different positions of the fuselage to form a drag-reducing surface of the entire fuselage. The drag-reducing characteristics of different-shaped micro-structures can be effectively utilized comprehensively, so as to significantly reduce the fuselage drag during the cruise flight of the aircraft in general, thereby improving the flight efficiency of the aircraft.

[0030] The technical solution adopted by the present invention is as follows:

[0031] As Figure 1 shown, a low-drag fuselage of a large civil airliner based on bionic micro-structure technology, the fuselage includes a nose drag-reducing section, a front straight drag-reducing section, a middle straight drag-reducing section, a rear straight drag-reducing section, and a tail contraction drag-reducing section.

[0032] The nose drag-reducing section is the fuselage surface with a flow-direction drag-reducing micro-structure having a triangular cross-section. The micro-structure has a relatively large size, the apex angle of the micro-structure triangle is α1 = 100°, the height of the micro-structure is h1 = 0.643s1, and the width of the micro-structure where is the optimal drag-reducing dimensionless width of the micro-structure in the nose drag-reducing section, μ is the dynamic viscosity coefficient of the fluid, ρ is the density of the fluid, and τ w1 is the local friction stress on the surface of the nose drag-reducing section;

[0033] The front straight drag-reducing section is the fuselage surface with a flow-direction drag-reducing micro-structure having a triangular cross-section. The micro-structure has a medium size, the apex angle of the micro-structure triangle is α2 = 60°, the height of the micro-structure is h2 = 0.866s2, and the width of the micro-structure where is the optimal drag-reducing dimensionless width of the front straight drag-reducing micro-structure, and τ w2 is the local friction stress on the surface of the front straight drag-reducing section;

[0034] The middle straight drag-reducing section is the fuselage surface with a flow-direction drag-reducing micro-structure having a triangular cross-section. The micro-structure has a relatively large size, the apex angle of the micro-structure triangle is α3 = 100°, the height of the micro-structure is h3 = 0.643s3, and the width of the micro-structure where is the optimal drag-reducing dimensionless width of the middle straight drag-reducing micro-structure, and τ w3 is the local friction stress on the surface of the middle straight drag-reducing section;

[0035] The rear straight drag reduction section is the fuselage surface with flow - direction drag - reducing micro - structures of triangular cross - section. The micro - structure size is medium. The apex angle of the micro - structure triangle is α4 = 60°, the micro - structure height h4 = 0.866s4, and the micro - structure width where is the optimal drag - reducing dimensionless width of the micro - structure in the rear straight drag reduction section, and τ w4 is the local friction stress on the surface of the rear straight drag reduction section;

[0036] The tail - shrinking drag reduction section is the fuselage surface with flow - direction drag - reducing micro - structures of triangular cross - section. The micro - structure size is the smallest. The apex angle of the micro - structure triangle is α5 = 20°, the micro - structure height h5 = 0.984s5, and the micro - structure width where is the optimal drag - reducing dimensionless width of the micro - structure in the tail - shrinking drag reduction section, and τ w5 is the local friction stress on the surface of the tail - shrinking drag reduction section;

[0037] The micro - structure heights of each section on the fuselage are equal, that is, the micro - structure height at any point on the fuselage surface remains unchanged, namely h1 = h2 = h3 = h4 = h5. The micro - structure widths of each section on the fuselage change discontinuously. The micro - structure width on the fuselage surface from the nose to the tail first decreases, then increases, and finally gradually decreases, that is, s1 = s3>s2 = s4>s5.

[0038] The micro - structure coverage range of the nose drag reduction section is L1 to L2, where L1 = 0.020 - 0.030L, L2 = 0.155 - 0.165L, and L is the total length of the fuselage. The angle between the extension direction of the micro - structure and the fuselage axis is in the range of 0 - 30°.

[0039] The micro - structure coverage range of the front straight drag reduction section is L2 to L3, where L2 = 0.155 - 0.165L, L3 = 0.360 - 0.370L. The angle between the extension direction of the micro - structure and the fuselage axis is in the range of 0 - 5°.

[0040] The micro - structure coverage range of the middle straight drag reduction section is L3 to L4, where L3 = 0.360 - 0.370L, L4 = 0.505 - 0.515L. The angle between the extension direction of the micro - structure and the fuselage axis is in the range of 0 - 15°.

[0041] The micro - structure coverage range of the rear straight drag reduction section is L4 to L5, where L4 = 0.505 - 0.515L, L5 = 0.745 - 0.755L. The angle between the extension direction of the micro - structure and the fuselage axis is in the range of 0 - 5°.

[0042] The micro-structure coverage range of the tail contraction drag reduction section is L5 to L6, where L5 = 0.745 to 0.755L and L6 = 0.975 to 0.985L. The angle between the extension direction of the micro-structure and the fuselage axis is in the range of 0 to 20°.

[0043] The micro-structure is formed on the fuselage surface by laser etching, or is covered on the fuselage surface by pasting a flexible film with such a structure.

[0044] Example:

[0045] An ordinary large civil airliner, with design parameters: total fuselage length L = 38.9m, wingspan 35.8m, height 11.95m, cruising flight altitude of 10km, and cruising flight speed of 0.785Ma, i.e., 235.1m / s.

[0046] The nose drag reduction section is the fuselage surface with flow direction drag reduction micro-structures with a triangular cross-section, and the micro-structures are relatively large in size.

[0047] According to calculations, the local friction stress τ on the surface of the nose drag reduction section w1 = 40Pa, the fluid medium is the atmosphere at an altitude of 10km, the fluid density is ρ = 0.41351kg / m 3 , and the dynamic viscosity coefficient of the fluid is μ = 1.46×10 -5 Ns / m 2 . The optimal drag reduction dimensionless width of the micro-structures in the nose drag reduction section Micro-structure width The micro-structure height h1 = 0.643s1 = 3.9×10 -5 m, and the apex angle of the micro-structure triangle is α1 = 100°. The micro-structure coverage range of the nose drag reduction section is L1 to L2, where L1 = 0.020 to 0.030L = 0.778 to 1.167m, L2 = 0.155 to 0.165L = 6.030 to 6.419m, and the angle between the extension direction of the micro-structure and the fuselage axis is in the range of 0 to 30°.

[0048] The front straight drag reduction section is the fuselage surface with flow direction drag reduction micro-structures with a triangular cross-section, and the micro-structures are medium in size.

[0049] According to calculations, the local friction stress τ on the surface of the front straight drag reduction section w2 = 20Pa, and the optimal drag reduction dimensionless width of the micro-structures in the front straight drag reduction section Micro-structure width The micro-structure height h2 = 0.866s2 = 3.9×10 -5m, the apex angle of the microstructure triangle is α1 = 60°. The microstructure coverage range of the front straight drag reduction section is L2 to L3, where L2 = 0.155 - 0.165L = 6.030 - 6.419 m, L3 = 0.360 - 0.370L = 14.004 - 14.393 m, and the included angle between the extension direction of the microstructure and the fuselage axis is within the range of 0 to 5°.

[0050] The middle straight drag reduction section is the fuselage surface with a flow direction drag reduction microstructure of triangular cross-section, and the microstructure size is relatively large.

[0051] According to the calculation, the local friction stress τ on the surface of the middle straight drag reduction section w3 = 40 Pa, the optimal drag reduction dimensionless width of the microstructure in the middle straight drag reduction section Microstructure width The microstructure height h3 = 0.643s3 = 3.9×10 -5 m, the apex angle of the microstructure triangle is α1 = 100°. The microstructure coverage range of the middle straight drag reduction section is L3 to L4, where L3 = 0.360 - 0.370L = 14.004 - 14.393 m, L4 = 0.505 - 0.515L = 19.645 - 20.034 m, and the included angle between the extension direction of the microstructure and the fuselage axis is within the range of 0 to 15°.

[0052] The rear straight drag reduction section is the fuselage surface with a flow direction drag reduction microstructure of triangular cross-section, and the microstructure size is medium.

[0053] According to the calculation, the local friction stress τ on the surface of the rear straight drag reduction section w4 = 20 Pa, the optimal drag reduction dimensionless width of the microstructure in the rear straight drag reduction section Microstructure width The microstructure height h4 = 0.866s4 = 3.9×10 -5 m, the apex angle of the microstructure triangle is α1 = 60°. The microstructure coverage range of the rear straight drag reduction section is L4 to L5, where L4 = 0.505 - 0.515L = 19.645 - 20.034 m, L5 = 0.745 - 0.755L = 28.981 - 29.370 m, and the included angle between the extension direction of the microstructure and the fuselage axis is within the range of 0 to 5°.

[0054] The contraction drag reduction section is the fuselage surface with a flow direction drag reduction microstructure of triangular cross-section, and the microstructure size is the smallest.

[0055] According to the calculation, the local friction stress τ on the surface of the contraction drag reduction section w5 = 5 Pa, the optimal drag reduction dimensionless width of the microstructure in the contraction drag reduction section Microstructure width The microstructure height h5 = 0.984s5 = 3.9×10-5 m, the apex angle of the microstructural triangle is α1 = 20°. The microstructural coverage range of the contraction drag reduction section is L5 to L6, where L5 = 0.745 to 0.755L = 28.981 to 29.370 m, L6 = 0.975 to 0.985L = 37.928 to 38.317 m, and the angle between the extension direction of the microstructures and the fuselage axis is in the range of 0 to 20°.

[0056] To verify the performance of the fuselage of a low-drag aircraft based on bionic microstructure technology, CFD numerical calculations based on the modeling method were respectively carried out on a common smooth fuselage without microstructures and an aircraft with the low-drag fuselage of the present invention. The calculation results of the aerodynamic characteristics are as Figure 2 and Figure 3 shown. It can be seen from the figure that the drag coefficients of the aircraft designed by the present invention are all lower than those of the common smooth fuselage without microstructures.

Claims

1. A fuselage of a large civil airliner with low drag based on bionic microstructure technology, characterized in that, It includes a nose drag reduction section, a front straight drag reduction section, a middle straight drag reduction section, a rear straight drag reduction section, and a tail contraction drag reduction section; The nose drag reduction section is the fuselage surface with flow direction drag reduction microstructures of triangular cross-section. The apex angle of the microstructures in the nose drag reduction section is α1, the height of the microstructures is h1, and the width of the microstructures where is the optimal dimensionless width of the microstructures in the nose drag reduction section, μ is the dynamic viscosity coefficient of the fluid, ρ is the density of the fluid, and τ w1 is the local friction stress on the surface of the nose drag reduction section; The front straight drag reduction section is the fuselage surface with flow direction drag reduction microstructures of triangular cross-section. The apex angle of the triangular microstructures in the nose drag reduction section is α2, the height of the microstructures is h2, and the width of the microstructures where is the optimal dimensionless width of the front straight drag reduction microstructures, and τ w2 is the local friction stress on the surface of the front straight drag reduction section; The medium straight drag reduction section is the fuselage surface with flow direction drag reduction microstructures of triangular cross-section. The apex angle of the triangle of the microstructures in the medium straight drag reduction section is α3, the height of the microstructures is h3, and the width of the microstructures where is the optimal dimensionless width of the medium straight drag reduction microstructures, and τ w3 is the local friction stress on the surface of the medium straight drag reduction section; The rear straight drag reduction section is the fuselage surface with flow direction drag reduction microstructures of triangular cross-section. The apex angle of the triangle of the microstructures in the rear straight drag reduction section is α4, the height of the microstructures is h4, and the width of the microstructures where is the dimensionless width for optimal drag reduction of the microstructures in the rear straight drag reduction section, and τ w4 is the local friction stress on the surface of the rear straight drag reduction section; The tail contraction drag reduction section is the fuselage surface with flow direction drag reduction microstructures of triangular cross-section. The microstructures in the tail contraction drag reduction section have the smallest size, with the apex angle of the microstructure triangle being α5, the microstructure height being h5, and the microstructure width where is the optimal dimensionless width of the microstructure in the tail contraction drag reduction section, and τ w5 is the local friction stress on the surface of the tail contraction drag reduction section; The microstructural heights of the nose drag reduction section, the front straight drag reduction section, the middle straight drag reduction section, the rear straight drag reduction section, and the tail contraction drag reduction section are all equal, that is, the microstructural height at any point on the fuselage surface remains unchanged, that is, h1 = h2 = h3 = h4 = h5; the microstructural widths of each section on the fuselage change discontinuously. The microstructural width of the fuselage surface from the nose to the tail first decreases, then increases, and finally gradually decreases, that is, s1 = s3 > s2 = s4 > s5.

2. The fuselage of a large civil airliner with low drag based on bionic microstructure technology according to claim 1, wherein The apex angle of the triangle of the microstructures in the nose drag reduction section is α1 = 100°, and the height of the microstructures is h1 = 0.643s1.

3. A large civil airliner fuselage with low drag based on bionic microstructure technology according to claim 1, characterized in that, The apex angle α2 of the triangle of the microstructures in the front equal straight drag reduction section is 60°, and the height h2 of the microstructures is 0.866s2.

4. A large civil airliner fuselage with low drag based on bionic microstructure technology according to claim 1, characterized in that, The apex angle of the triangle of the microstructures in the medium straight drag reduction section is α3 = 100°, and the height of the microstructures is h3 = 0.643s3.

5. A large civil airliner fuselage with low drag based on bionic microstructure technology according to claim 1, characterized in that, The apex angle of the triangle of the microstructures in the subsequent equal-length drag-reducing section is α4 = 60°, and the height of the microstructures is h4 = 0.866s4.

6. The fuselage of a large civil airliner with low drag based on bionic microstructure technology according to claim 1, characterized in that The apex angle of the triangle of the microstructures in the tail contraction and drag reduction section is α5 = 20°, and the height of the microstructures is h5 = 0.984s5.

7. A fuselage of a large civil airliner with low resistance based on bionic microstructure technology according to claim 1, characterized in that, The microstructural coverage range of the nose drag reduction section is L1 to L2, where L1 = 0.020 - 0.030L, L2 = 0.155 - 0.165L, and L is the total length of the fuselage. The included angle between the extension direction of the microstructure and the fuselage axis is within the range of 0 to 30°; the microstructural coverage range of the front straight drag reduction section is L2 to L3, where L3 = 0.360 - 0.370L, and the included angle between the extension direction of the microstructure and the fuselage axis is within the range of 0 to 5°; the microstructural coverage range of the middle straight drag reduction section is L3 to L4, where L4 = 0.505 - 0.515L, and the included angle between the extension direction of the microstructure and the fuselage axis is within the range of 0 to 15°; the microstructural coverage range of the rear straight drag reduction section is L4 to L5, where L5 = 0.745 - 0.755L, and the included angle between the extension direction of the microstructure and the fuselage axis is within the range of 0 to 5°; the microstructural coverage range of the tail contraction drag reduction section is L5 to L6, where L6 = 0.975 - 0.985L, and the included angle between the extension direction of the microstructure and the fuselage axis is within the range of 0 to 20°.

8. A fuselage of a large civil airliner with low drag based on bionic microstructure technology according to claim 1, characterized in that The microstructure is formed on the fuselage surface by laser etching, or covers the fuselage surface by pasting a flexible film with this structure.

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