Method and device for correcting resistance generated by wing hanging type engine nacelle interference

Abstract

The invention belongs to the technical field of aircraft design, and relates to a method and device for correcting resistance generated by wing hanging type engine nacelle interference. The method comprises the following steps: S1, determining an aerodynamic disturbance factor of a fuselage to a wing according to fuselage parameters and a tip-root ratio of the wing; s2, determining a leading edge suction factor of the wing according to the wing leading edge parameters; s3, the induced resistance factor of the nacelle-free configuration is corrected according to the aerodynamic disturbance relative area, and the induced resistance factor of the nacelle configuration is obtained; s4, determining the effective aerodynamic disturbance area of the wing of the nacelle configuration; s5, determining a camber correction factor of the wing; s6, determining an induced resistance coefficient considering nacelle interference; s7, determining a wing camber resistance coefficient considering nacelle interference; and S8, the resistance is corrected according to the induced resistance coefficient and the wing bending resistance coefficient. According to the method, the aerodynamic resistance change generated by engine nacelle disturbance and the aerodynamic resistance of the cruise point can be accurately calculated.

Description

Technical Field

[0001] This application belongs to the field of aircraft design technology, and specifically relates to a method and device for correcting drag caused by interference from a wing-mounted engine nacelle. Background Technology

[0002] Extensive wind tunnel testing data shows significant differences in the position and shape of the drag pole curves between the full configuration and the nacelle-less configuration of wing-mounted transport aircraft, resulting in a substantial difference in the lift-to-drag ratio at the cruise point. Neither CFD nor current engineering algorithms can accurately calculate this difference. The key factor causing this aerodynamic difference is the disturbance of the wing flow field by the engine nacelle. The aerodynamic disturbance effect of the engine nacelle is similar to that of a leading-edge slat; the disturbance increases the effective wing camber, shifts the drag pole curve's axis of symmetry upward, and decreases the induced drag coefficient at the cruise point, but increases the wing camber drag coefficient. Therefore, it is necessary to establish corresponding induced drag coefficient calculation models and wing camber drag coefficient correction models to accurately calculate the aerodynamic drag of wing-mounted nacelle aircraft. Summary of the Invention

[0003] To address the aforementioned issues, this application provides a method and apparatus for correcting drag caused by interference from wing-mounted engine nacelles, offering technical support for the optimized aerodynamic layout design of wing-mounted nacelle-configured aircraft.

[0004] The first aspect of this application provides a method for correcting drag caused by interference from a wing-mounted engine nacelle, mainly including:

[0005] Step S1: Determine the aerodynamic disturbance factor of the fuselage on the wing based on the fuselage parameters and the wing root ratio;

[0006] Step S2: Determine the leading edge suction factor of the wing based on the wing leading edge parameters;

[0007] Step S3: Correct the induced drag factor of the nacelle-less configuration based on the relative area of ​​aerodynamic disturbance to obtain the induced drag factor of the nacelle configuration.

[0008] Step S4: Determine the effective aerodynamic disturbance area of ​​the nacelle configuration wing;

[0009] Step S5: Determine the wing camber correction factor;

[0010] Step S6: Determine the induced drag coefficient considering nacelle interference;

[0011] Step S7: Determine the wing camber drag coefficient considering nacelle interference;

[0012] Step S8: Correct the drag based on the induced drag coefficient and the wing camber drag coefficient.

[0013] Preferably, step S1 further includes:

[0014] Step S11: The ratio DB of the fuselage diameter to the wingspan at the wing connection point;

[0015] Step S12: Based on the ratio DB and the wing root ratio Calculate the aerodynamic disturbance factor by interpolation in a given two-dimensional interpolation table.

[0016] Preferably, step S2 further includes:

[0017] Step S21: Calculate the wing leading edge parameters according to the following formula. :

[0018] ;

[0019] in, The Reynolds number is the radius of the wing's leading edge. is the leading edge sweep angle of the wing, and M is the flight Mach number;

[0020] Step S22: Based on the wing leading edge parameters Calculate the leading edge suction factor using interpolation in the given interpolation table.

[0021] Preferably, step S3 further includes:

[0022] Step S31: Determine the relative area of ​​the aerodynamic disturbance based on the aerodynamic disturbance area and the wing area:

[0023] ;

[0024] in, The area of ​​the wing. The aerodynamic disturbance area of ​​the fuselage and engine nacelles on the wing. The relative area of ​​aerodynamic disturbance of the fuselage and engine nacelles to the wing;

[0025] Step S32: Calculate the induced drag factor for the nacelle-less configuration. :

[0026] ;

[0027] in, Let be the slope of the lift line of the wing. For the aspect ratio of the wing, The aerodynamic disturbance factor. It is the leading edge suction factor;

[0028] Step S33: Calculate the induced drag factor of the nacelle configuration. :

[0029] .

[0030] Preferably, step S4 further includes:

[0031] Step S41: Determine the wing installation position factor based on the wing type. When the wing is a high-wing monoplane, the wing mounting position factor is 1; when the wing is a high-wing monoplane, the wing mounting position factor is 0.67.

[0032] Step S42: Based on the height of the wing chord line from the engine nacelle axis Maximum cross-sectional diameter of the engine nacelle Determine the parameters of the first nacelle And based on the parameters of the first nacelle The vertical mounting position of the engine nacelle relative to the wing is obtained by interpolation in the given interpolation table. ;

[0033] Step S43: Based on the length of the engine nacelle The length of the distance between the engine nacelle air intake and the wing leading edge Determine the parameters of the second nacelle And based on the parameters of the second nacelle Interpolate the engine nacelle relative to the wing leading edge using the given interpolation table to obtain the fore-and-aft mounting positions. ;

[0034] Step S44: Correct the relative area of ​​aerodynamic disturbance by using the wing mounting position factor, the upper and lower mounting positions of the engine nacelle relative to the wing, and the fore and aft mounting positions of the engine nacelle relative to the leading edge of the wing, to obtain the effective aerodynamic disturbance area of ​​the wing.

[0035] Preferably, in step S5, when the relative area of ​​aerodynamic disturbance is greater than 0.18, the camber correction factor of the wing is calculated based on the effective aerodynamic disturbance area of ​​the wing; otherwise, the camber correction factor of the wing is set to be equal to the aerodynamic disturbance factor of the wing.

[0036] Preferably, in step S6, the induced drag coefficient for considering nacelle interference is calculated using the following formula. :

[0037] ;

[0038] in, As the inducible resistance factor, The lift coefficient is . The lift coefficient corresponding to the minimum drag coefficient;

[0039] ;

[0040] in, For curvature correction factor, This is the lift coefficient corresponding to the minimum drag of the airfoil.

[0041] Preferably, in step S7, the wing camber drag coefficient considering nacelle interference is calculated using the following formula. :

[0042] ;

[0043] in, For curvature correction factor, This is the lift coefficient corresponding to the minimum drag of the airfoil. Let be the aspect ratio of the wing.

[0044] The second aspect of this application provides a drag correction device for interference caused by a wing-mounted engine nacelle, mainly comprising:

[0045] The aerodynamic disturbance factor determination module is used to determine the aerodynamic disturbance factor of the fuselage on the wing based on the fuselage parameters and the wing's root ratio.

[0046] The leading edge suction factor determination module is used to determine the leading edge suction factor of the wing based on the wing leading edge parameters.

[0047] The induced drag factor determination module is used to correct the induced drag factor of the non-nacelle configuration based on the relative area of ​​aerodynamic disturbances, and obtain the induced drag factor of the nacelle configuration.

[0048] The wing effective aerodynamic disturbance area determination module is used to determine the wing effective aerodynamic disturbance area of ​​the nacelle configuration;

[0049] The camber correction factor determination module is used to determine the camber correction factor of the wing.

[0050] The induced drag coefficient determination module is used to determine the induced drag coefficient considering nacelle interference.

[0051] The wing camber drag coefficient determination module is used to determine the wing camber drag coefficient considering nacelle interference.

[0052] The drag correction module is used to correct drag based on the induced drag coefficient and the wing camber drag coefficient.

[0053] Preferably, the aerodynamic disturbance factor determination module includes:

[0054] Ratio calculation unit, used to calculate the ratio DB of the fuselage diameter to the wingspan at the wing-wing connection;

[0055] Aerodynamic disturbance factor interpolation unit, used to interpolate based on the ratio DB and the wing's root ratio. Calculate the aerodynamic disturbance factor by interpolation in a given two-dimensional interpolation table.

[0056] Preferably, the leading edge suction factor determination module includes:

[0057] The wing leading edge parameter calculation unit is used to calculate the wing leading edge parameters according to the following formula. :

[0058] ;

[0059] in, The Reynolds number is the radius of the wing's leading edge. is the leading edge sweep angle of the wing, and M is the flight Mach number;

[0060] Leading edge suction factor calculation unit, used to calculate the suction factor based on wing leading edge parameters. Calculate the leading edge suction factor using interpolation in the given interpolation table.

[0061] Preferably, the induced resistance factor determination module includes:

[0062] The aerodynamic disturbance relative area calculation unit is used to determine the relative area of ​​the aerodynamic disturbance based on the aerodynamic disturbance area and the wing area.

[0063] ;

[0064] in, The area of ​​the wing. The aerodynamic disturbance area of ​​the fuselage and engine nacelles on the wing. The relative area of ​​aerodynamic disturbance of the fuselage and engine nacelles to the wing;

[0065] A unit for calculating the induced drag factor of a nacelle-less configuration, used to calculate the induced drag factor of a nacelle-less configuration. :

[0066] ;

[0067] in, Let be the slope of the lift line of the wing. For the aspect ratio of the wing, The aerodynamic disturbance factor. It is the leading edge suction factor;

[0068] The induced drag factor correction unit for nacelle configuration is used to calculate the induced drag factor of the nacelle configuration. :

[0069] .

[0070] Preferably, the wing effective aerodynamic disturbance area determination module includes:

[0071] The wing mounting position factor determination unit is used to determine the wing mounting position factor according to the wing type. When the wing is a high-wing monoplane, the wing mounting position factor is 1; when the wing is a high-wing monoplane, the wing mounting position factor is 0.67.

[0072] The upper and lower mounting position determination unit is used to determine the height of the wing chord line from the engine nacelle axis. Maximum cross-sectional diameter of the engine nacelle Determine the parameters of the first nacelle And based on the parameters of the first nacelle The vertical mounting position of the engine nacelle relative to the wing is obtained by interpolation in the given interpolation table. ;

[0073] Fore-and-aft mounting position determination unit, used to determine the engine nacelle length The length of the distance between the engine nacelle air intake and the wing leading edge Determine the parameters of the second nacelle And based on the parameters of the second nacelle Interpolate the engine nacelle relative to the wing leading edge using the given interpolation table to obtain the fore-and-aft mounting positions. ;

[0074] The effective aerodynamic disturbance area calculation unit for the wing is used to correct the relative aerodynamic disturbance area by using the wing installation position factor, the upper and lower installation positions of the engine nacelle relative to the wing, and the fore and aft installation positions of the engine nacelle relative to the leading edge of the wing, so as to obtain the effective aerodynamic disturbance area of ​​the wing.

[0075] Preferably, in the camber correction factor determination module, when the relative area of ​​aerodynamic disturbance is greater than 0.18, the camber correction factor of the wing is calculated based on the effective aerodynamic disturbance area of ​​the wing; otherwise, the camber correction factor of the wing is set to be equal to the aerodynamic disturbance factor of the wing.

[0076] Preferably, in the induced drag coefficient determination module, the induced drag coefficient considering nacelle interference is calculated using the following formula. :

[0077] ;

[0078] in, As the inducible resistance factor, The lift coefficient is . The lift coefficient corresponding to the minimum drag coefficient;

[0079] ;

[0080] in, For curvature correction factor, This is the lift coefficient corresponding to the minimum drag of the airfoil.

[0081] Preferably, in the wing camber drag coefficient determination module, the wing camber drag coefficient considering nacelle interference is calculated using the following formula. :

[0082] ;

[0083] in, For curvature correction factor, This is the lift coefficient corresponding to the minimum drag of the airfoil. Let be the aspect ratio of the wing.

[0084] A third aspect of this application provides a computer device including a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the drag correction method for interference caused by nacelles of wing-mounted engines as described above.

[0085] A fourth aspect of this application provides a readable storage medium storing a computer program that, when executed by a processor, is used to implement the drag correction method for interference caused by nacelles of wing-mounted engines as described above.

[0086] This application can accurately calculate the changes in aerodynamic drag caused by engine nacelle disturbance and the aerodynamic drag at the cruise point. Attached Figure Description

[0087] Figure 1 This is a flowchart of a preferred embodiment of the drag correction method for interference caused by the nacelle of the wing-mounted engine in this application.

[0088] Figure 2 This is a schematic diagram of the structure of a computer device suitable for implementing the embodiments of this application. Detailed Implementation

[0089] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0090] The first aspect of this application provides a method for correcting drag caused by interference from a wing-mounted engine nacelle, such as... Figure 1 As shown, it mainly includes:

[0091] Step S1: Determine the aerodynamic disturbance factor of the fuselage on the wing based on the fuselage parameters and the wing root ratio;

[0092] Step S2: Determine the leading edge suction factor of the wing based on the wing leading edge parameters;

[0093] Step S3: Correct the induced drag factor of the nacelle-less configuration based on the relative area of ​​aerodynamic disturbance to obtain the induced drag factor of the nacelle configuration.

[0094] Step S4: Determine the effective aerodynamic disturbance area of ​​the nacelle configuration wing;

[0095] Step S5: Determine the wing camber correction factor;

[0096] Step S6: Determine the induced drag coefficient considering nacelle interference;

[0097] Step S7: Determine the wing camber drag coefficient considering nacelle interference;

[0098] Step S8: Correct the drag based on the induced drag coefficient and the wing camber drag coefficient.

[0099] Based on extensive wind tunnel test data and aerodynamic disturbance theory, this application analyzes the influence of engine nacelle size, installation location, fuselage diameter, wing installation location, wing planform shape, and airfoil parameters on aerodynamic drag disturbance. It also establishes a calculation model for the induced drag coefficient and a correction model for the wing camber drag coefficient of wing-mounted nacelle configuration aircraft. Considering that the lift coefficient is greater than the cruise lift coefficient, which may result in drag increments due to airflow separation, the induced drag calculation model is applicable to wing-mounted nacelle configuration aircraft, and is suitable for calculating the induced drag coefficient when the lift coefficient is less than or equal to the cruise lift coefficient. The drag coefficient calculation at the cruise point is divided into two parts: induced drag calculation and wing camber drag correction calculation, which are described in detail below.

[0100] Step S1 is used to calculate the aerodynamic disturbance factor of the fuselage to the wing. .

[0101] In some alternative implementations, step S1 further includes:

[0102] Step S11, the ratio DB of the fuselage diameter to the wingspan at the wing connection point:

[0103] ;

[0104] In the formula The diameter of the fuselage at the junction of the fuselage and the wing. This refers to the wingspan of the aircraft wing.

[0105] Step S12: Based on the ratio DB and the wing root ratio Calculate the aerodynamic disturbance factor by interpolation in the given two-dimensional interpolation table:

[0106] .

[0107] In the above formula, sz represents an "array". The parameters with subscript "sz" in the interpolation function interp2 construct the interpolation table, and the parameters without subscripts are the input parameters. The unknown parameters on the right side of the equal sign are obtained based on the interpolation table. The principle of the subsequent interpolation functions in this application is the same.

[0108] The two-dimensional interpolation table is shown in Table 1.

[0109] Table 1 Disturbance Factors Data required for interpolation

[0110]

[0111] Step S2 is used for the leading edge suction factor of the computer wing. .

[0112] In some alternative implementations, step S2 further includes:

[0113] Step S21: Calculate the wing leading edge parameters according to the following formula. :

[0114] ;

[0115] in, The Reynolds number is the radius of the wing's leading edge. is the leading edge sweep angle of the wing, and M is the flight Mach number;

[0116] Step S22: Based on the wing leading edge parameters Calculate the leading edge suction factor using interpolation in the given interpolation table.

[0117] The interpolation table involved in step S22 is shown in Table 2.

[0118] Table 2 Data required for interpolation of suction factor R

[0119]

[0120] Step S3 is used to calculate the induced resistance factor. .

[0121] In some alternative implementations, step S3 further includes:

[0122] Step S31: Determine the relative area of ​​the aerodynamic disturbance based on the aerodynamic disturbance area and the wing area:

[0123] ;

[0124] in, The area of ​​the wing. The aerodynamic disturbance area of ​​the fuselage and engine nacelles on the wing. The relative area of ​​aerodynamic disturbance of the fuselage and engine nacelles to the wing;

[0125] Step S32: Calculate the induced drag factor for the nacelle-less configuration. :

[0126] ;

[0127] in, Let be the slope of the lift line of the wing. For the aspect ratio of the wing, The aerodynamic disturbance factor. It is the leading edge suction factor;

[0128] Step S33: Calculate the induced drag factor of the nacelle configuration. :

[0129] .

[0130] Step S4 is used to calculate the effective aerodynamic disturbance area of ​​the fuselage + engine nacelle on the wing. .

[0131] In some alternative implementations, step S4 further includes:

[0132] Step S41: Determine the wing installation position factor based on the wing type. When the wing is a high-wing monoplane, the wing mounting position factor is 1; when the wing is a high-wing monoplane, the wing mounting position factor is 0.67.

[0133] Step S42: Based on the height of the wing chord line from the engine nacelle axis Maximum cross-sectional diameter of the engine nacelle Determine the parameters of the first nacelle And based on the parameters of the first nacelle The vertical mounting position of the engine nacelle relative to the wing is obtained by interpolation in the given interpolation table. :

[0134] ;

[0135] ;

[0136] The data required for this interpolation function is shown in Table 3.

[0137] Table 3 Data required for interpolation

[0138]

[0139] Step S43: Based on the length of the engine nacelle The length of the distance between the engine nacelle air intake and the wing leading edge Determine the parameters of the second nacelle And based on the parameters of the second nacelle Interpolate the engine nacelle relative to the wing leading edge using the given interpolation table to obtain the fore-and-aft mounting positions. :

[0140] ;

[0141] ;

[0142] The data required for this interpolation function is shown in Table 4.

[0143] Table 4 Data required for interpolation

[0144]

[0145] Step S44: Correct the relative area of ​​aerodynamic disturbance by using the wing mounting position factor, the vertical mounting position of the engine nacelle relative to the wing, and the fore-and-aft mounting position of the engine nacelle relative to the wing leading edge, to obtain the effective aerodynamic disturbance area of ​​the wing:

[0146] .

[0147] Step S5 is used for the camber correction factor of the computer wing. .

[0148] In some alternative implementations, in step S5, when the relative area of ​​aerodynamic disturbance is greater than 0.18, the camber correction factor of the wing is calculated based on the effective aerodynamic disturbance area of ​​the wing; otherwise, the camber correction factor of the wing is set to be equal to the aerodynamic disturbance factor of the wing.

[0149] The model is as follows:

[0150] .

[0151] Step S6 is used to calculate the induced drag coefficient considering nacelle interference.

[0152] In some alternative implementations, in step S6, the induced drag coefficient considering nacelle interference is calculated using the following formula. :

[0153] ;

[0154] in, As the inducible resistance factor, The lift coefficient is . The lift coefficient corresponding to the minimum drag coefficient;

[0155] ;

[0156] in, For curvature correction factor, This is the lift coefficient corresponding to the minimum drag of the airfoil.

[0157] Traditional airfoil The following formula can be used to calculate the modern airfoil's... It can be obtained through experiments or CFD calculations:

[0158] ;

[0159] Where f is the camber of the airfoil.

[0160] In some alternative implementations, in step S7, the wing camber drag coefficient considering nacelle interference is calculated using the following formula. :

[0161] ;

[0162] in, For curvature correction factor, This is the lift coefficient corresponding to the minimum drag of the airfoil. Let be the aspect ratio of the wing.

[0163] For nacelle-less wing configurations, the wing camber drag coefficient The calculation formula is as follows, which further determines the increment of the wing camber drag coefficient caused by nacelle interference. :

[0164] ;

[0165] .

[0166] The second aspect of this application provides a drag correction device for interference caused by a wing-mounted engine nacelle, corresponding to the above-described method, mainly comprising:

[0167] The aerodynamic disturbance factor determination module is used to determine the aerodynamic disturbance factor of the fuselage on the wing based on the fuselage parameters and the wing's root ratio.

[0168] The leading edge suction factor determination module is used to determine the leading edge suction factor of the wing based on the wing leading edge parameters.

[0169] The induced drag factor determination module is used to correct the induced drag factor of the non-nacelle configuration based on the relative area of ​​aerodynamic disturbances, and obtain the induced drag factor of the nacelle configuration.

[0170] The wing effective aerodynamic disturbance area determination module is used to determine the wing effective aerodynamic disturbance area of ​​the nacelle configuration;

[0171] The camber correction factor determination module is used to determine the camber correction factor of the wing.

[0172] The induced drag coefficient determination module is used to determine the induced drag coefficient considering nacelle interference.

[0173] The wing camber drag coefficient determination module is used to determine the wing camber drag coefficient considering nacelle interference.

[0174] The drag correction module is used to correct drag based on the induced drag coefficient and the wing camber drag coefficient.

[0175] In some alternative implementations, the aerodynamic disturbance factor determination module includes:

[0176] Ratio calculation unit, used to calculate the ratio DB of the fuselage diameter to the wingspan at the wing-wing connection;

[0177] Aerodynamic disturbance factor interpolation unit, used to interpolate based on the ratio DB and the wing's root ratio. Calculate the aerodynamic disturbance factor by interpolation in a given two-dimensional interpolation table.

[0178] In some alternative implementations, the leading edge suction factor determination module includes:

[0179] The wing leading edge parameter calculation unit is used to calculate the wing leading edge parameters according to the following formula. :

[0180] ;

[0181] in, The Reynolds number is the radius of the wing's leading edge. is the leading edge sweep angle of the wing, and M is the flight Mach number;

[0182] Leading edge suction factor calculation unit, used to calculate the suction factor based on wing leading edge parameters. Calculate the leading edge suction factor using interpolation in the given interpolation table.

[0183] In some alternative implementations, the induced resistance factor determination module includes:

[0184] The aerodynamic disturbance relative area calculation unit is used to determine the relative area of ​​the aerodynamic disturbance based on the aerodynamic disturbance area and the wing area.

[0185] ;

[0186] in, The area of ​​the wing. The aerodynamic disturbance area of ​​the fuselage and engine nacelles on the wing. The relative area of ​​aerodynamic disturbance of the fuselage and engine nacelles to the wing;

[0187] A unit for calculating the induced drag factor of a nacelle-less configuration, used to calculate the induced drag factor of a nacelle-less configuration. :

[0188] ;

[0189] in, Let be the slope of the lift line of the wing. For the aspect ratio of the wing, The aerodynamic disturbance factor. It is the leading edge suction factor;

[0190] The induced drag factor correction unit for nacelle configuration is used to calculate the induced drag factor of the nacelle configuration. :

[0191] .

[0192] In some alternative implementations, the wing effective aerodynamic disturbance area determination module includes:

[0193] The wing mounting position factor determination unit is used to determine the wing mounting position factor according to the wing type. When the wing is a high-wing monoplane, the wing mounting position factor is 1; when the wing is a high-wing monoplane, the wing mounting position factor is 0.67.

[0194] The upper and lower mounting position determination unit is used to determine the height of the wing chord line from the engine nacelle axis. Maximum cross-sectional diameter of the engine nacelle Determine the parameters of the first nacelle And based on the parameters of the first nacelle The vertical mounting position of the engine nacelle relative to the wing is obtained by interpolation in the given interpolation table. ;

[0195] Fore-and-aft mounting position determination unit, used to determine the engine nacelle length The length of the distance between the engine nacelle air intake and the wing leading edge Determine the parameters of the second nacelle And based on the parameters of the second nacelle Interpolate the engine nacelle relative to the wing leading edge using the given interpolation table to obtain the fore-and-aft mounting positions. ;

[0196] The effective aerodynamic disturbance area calculation unit for the wing is used to correct the relative aerodynamic disturbance area by using the wing installation position factor, the upper and lower installation positions of the engine nacelle relative to the wing, and the fore and aft installation positions of the engine nacelle relative to the leading edge of the wing, so as to obtain the effective aerodynamic disturbance area of ​​the wing.

[0197] In some optional embodiments, in the camber correction factor determination module, when the relative area of ​​aerodynamic disturbance is greater than 0.18, the camber correction factor of the wing is calculated based on the effective aerodynamic disturbance area of ​​the wing; otherwise, the camber correction factor of the wing is set to be equal to the aerodynamic disturbance factor of the wing.

[0198] In some alternative embodiments, in the induced drag coefficient determination module, the induced drag coefficient considering nacelle interference is calculated using the following formula. :

[0199] ;

[0200] in, As the inducible resistance factor, The lift coefficient is . The lift coefficient corresponding to the minimum drag coefficient;

[0201] ;

[0202] in, For curvature correction factor, This is the lift coefficient corresponding to the minimum drag of the airfoil.

[0203] In some alternative implementations, the wing camber drag coefficient determination module calculates the wing camber drag coefficient considering nacelle interference using the following formula. :

[0204] ;

[0205] in, For curvature correction factor, This is the lift coefficient corresponding to the minimum drag of the airfoil. Let be the aspect ratio of the wing.

[0206] In a third aspect of this application, a computer device is provided, comprising a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the drag correction method for interference caused by nacelles of wing-mounted engines as described above.

[0207] In a fourth aspect, this application provides a readable storage medium storing a computer program that, when executed by a processor, implements the drag correction method for interference caused by nacelles of wing-mounted engines as described above. This computer-readable storage medium may be included in the apparatus described in the above embodiments; or it may exist independently and not incorporated into the apparatus. The aforementioned computer-readable storage medium carries one or more programs that, when executed by the apparatus, process data according to the method described above.

[0208] The following is for reference. Figure 2 It shows a schematic diagram of the structure of a computer device 400 suitable for implementing the embodiments of this application. Figure 2 The computer device shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments described in this application.

[0209] like Figure 2As shown, the computer device 400 includes a central processing unit (CPU) 401, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 402 or a program loaded from a storage section 408 into a random access memory (RAM) 403. The RAM 403 also stores various programs and data required for the operation of the device 400. The CPU 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0210] The following components are connected to I / O interface 405: an input section 406 including a keyboard, mouse, etc.; an output section 407 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 408 including a hard disk, etc.; and a communication section 409 including a network interface card such as a LAN card, modem, etc. The communication section 409 performs communication processing via a network such as the Internet. A drive 410 is also connected to I / O interface 405 as needed. A removable medium 411, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on drive 410 as needed so that computer programs read from it can be installed into storage section 408 as needed.

[0211] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 409, and / or installed from removable medium 411. When the computer program is executed by central processing unit (CPU) 401, it performs the functions defined in the methods of this application. It should be noted that the computer storage medium of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. A computer-readable storage medium can be, for example,—but not limited to—an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in connection with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on a computer-readable medium can be transmitted using any suitable medium, including but not limited to: wireless, wire, optical fiber, RF, etc., or any suitable combination thereof.

[0212] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0213] The modules or units described in the embodiments of this application can be implemented in software or hardware. The described modules or units can also be located in a processor, and the names of these modules or units do not necessarily constitute a limitation on the module or unit itself.

[0214] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for correcting drag caused by interference from a wing-mounted engine nacelle, characterized in that, include: Step S1: Determine the aerodynamic disturbance factor of the fuselage on the wing based on the fuselage parameters and the wing root ratio; Step S2: Determine the leading edge suction factor of the wing based on the wing leading edge parameters; Step S3: Correct the induced drag factor of the nacelle-less configuration based on the relative area of ​​aerodynamic disturbance to obtain the induced drag factor of the nacelle configuration. Step S4: Determine the effective aerodynamic disturbance area of ​​the nacelle configuration wing; Step S5: Determine the wing camber correction factor; Step S6: Determine the induced drag coefficient considering nacelle interference; Step S7: Determine the wing camber drag coefficient considering nacelle interference; Step S8: Correct the drag based on the induced drag coefficient and the wing camber drag coefficient.

2. The drag correction method for interference caused by wing-mounted engine nacelles as described in claim 1, characterized in that, Step S1 further includes: Step S11: The ratio DB of the fuselage diameter to the wingspan at the wing connection point; Step S12: Based on the ratio DB and the wing root ratio Calculate the aerodynamic disturbance factor by interpolation in a given two-dimensional interpolation table.

3. The drag correction method for interference caused by nacelle interference of a wing-mounted engine as described in claim 1, characterized in that, Step S2 further includes: Step S21: Calculate the wing leading edge parameters according to the following formula. : ； in, The Reynolds number is the radius of the wing's leading edge. is the leading edge sweep angle of the wing, and M is the flight Mach number; Step S22: Based on the wing leading edge parameters Calculate the leading edge suction factor using interpolation in the given interpolation table.

4. The drag correction method for interference caused by nacelle interference of a wing-mounted engine as described in claim 1, characterized in that, Step S3 further includes: Step S31: Determine the relative area of ​​the aerodynamic disturbance based on the aerodynamic disturbance area and the wing area: ； in, The area of ​​the wing. The aerodynamic disturbance area of ​​the fuselage and engine nacelles on the wing. The relative area of ​​aerodynamic disturbance of the fuselage and engine nacelles to the wing; Step S32: Calculate the induced drag factor for the nacelle-less configuration. : ； in, Let be the slope of the lift line of the wing. For the aspect ratio of the wing, The aerodynamic disturbance factor. It is the leading edge suction factor; Step S33: Calculate the induced drag factor of the nacelle configuration. : 。 5. The drag correction method for interference caused by nacelle interference of a wing-mounted engine as described in claim 1, characterized in that, Step S4 further includes: Step S41: Determine the wing installation position factor based on the wing type. When the wing is a high-wing monoplane, the wing mounting position factor is 1; when the wing is a high-wing monoplane, the wing mounting position factor is 0.

67. Step S42: Based on the height of the wing chord line from the engine nacelle axis Maximum cross-sectional diameter of the engine nacelle Determine the parameters of the first nacelle And based on the parameters of the first nacelle The vertical mounting position of the engine nacelle relative to the wing is obtained by interpolation in the given interpolation table. ; Step S43: Based on the length of the engine nacelle The length of the distance between the engine nacelle air intake and the wing leading edge Determine the parameters of the second nacelle And based on the parameters of the second nacelle Interpolate the engine nacelle relative to the wing leading edge using the given interpolation table to obtain the fore-and-aft mounting positions. ; Step S44: Correct the relative area of ​​aerodynamic disturbance by using the wing mounting position factor, the upper and lower mounting positions of the engine nacelle relative to the wing, and the fore and aft mounting positions of the engine nacelle relative to the leading edge of the wing, to obtain the effective aerodynamic disturbance area of ​​the wing.

6. The drag correction method for interference caused by nacelle interference of a wing-mounted engine as described in claim 1, characterized in that, In step S5, when the relative area of ​​aerodynamic disturbance is greater than 0.18, the camber correction factor of the wing is calculated based on the effective aerodynamic disturbance area of ​​the wing; otherwise, the camber correction factor of the wing is set to be equal to the aerodynamic disturbance factor of the wing.

7. The drag correction method for interference caused by wing-mounted engine nacelles as described in claim 1, characterized in that, In step S6, the induced drag coefficient for nacelle interference is calculated using the following formula. : ； in, As the induced resistance factor, The lift coefficient is . The lift coefficient corresponding to the minimum drag coefficient; ； in, For curvature correction factor, This is the lift coefficient corresponding to the minimum drag of the airfoil.

8. The drag correction method for interference caused by wing-mounted engine nacelles as described in claim 1, characterized in that, In step S7, the wing camber drag coefficient considering nacelle interference is calculated using the following formula. : ； in, For curvature correction factor, This is the lift coefficient corresponding to the minimum drag of the airfoil. Let be the aspect ratio of the wing.

9. A drag correction device for interference caused by a wing-mounted engine nacelle, characterized in that, include: The aerodynamic disturbance factor determination module is used to determine the aerodynamic disturbance factor of the fuselage on the wing based on the fuselage parameters and the wing's root ratio. The leading edge suction factor determination module is used to determine the leading edge suction factor of the wing based on the wing leading edge parameters. The induced drag factor determination module is used to correct the induced drag factor of the non-nacelle configuration based on the relative area of ​​aerodynamic disturbances, and obtain the induced drag factor of the nacelle configuration. The wing effective aerodynamic disturbance area determination module is used to determine the wing effective aerodynamic disturbance area of ​​the nacelle configuration; The camber correction factor determination module is used to determine the camber correction factor of the wing. The induced drag coefficient determination module is used to determine the induced drag coefficient considering nacelle interference. The wing camber drag coefficient determination module is used to determine the wing camber drag coefficient considering nacelle interference. The drag correction module is used to correct drag based on the induced drag coefficient and the wing camber drag coefficient.

10. The drag correction device for interference generated by a wing-mounted engine nacelle as described in claim 9, characterized in that, The aerodynamic disturbance factor determination module includes: Ratio calculation unit, used to calculate the ratio DB of the fuselage diameter to the wingspan at the wing-wing connection; Aerodynamic disturbance factor interpolation unit, used to interpolate based on the ratio DB and the root ratio of the wing. Calculate the aerodynamic disturbance factor by interpolation in a given two-dimensional interpolation table.

11. The drag correction device for interference caused by wing-mounted engine nacelles as described in claim 9, characterized in that, The leading edge suction factor determination module includes: The wing leading edge parameter calculation unit is used to calculate the wing leading edge parameters according to the following formula. : ； in, The Reynolds number is the radius of the wing's leading edge. is the leading edge sweep angle of the wing, and M is the flight Mach number; Leading edge suction factor calculation unit, used to calculate the suction factor based on wing leading edge parameters. Calculate the leading edge suction factor using interpolation in the given interpolation table.

12. The drag correction device for interference generated by a wing-mounted engine nacelle as described in claim 9, characterized in that, The induced resistance factor determination module includes: The aerodynamic disturbance relative area calculation unit is used to determine the relative area of ​​the aerodynamic disturbance based on the aerodynamic disturbance area and the wing area. ； in, The area of ​​the wing. The aerodynamic disturbance area of ​​the fuselage and engine nacelles on the wing. The relative area of ​​aerodynamic disturbance of the fuselage and engine nacelles to the wing; The induced drag factor calculation unit for nacelle-less configuration is used to calculate the induced drag factor for nacelle-less configurations. : ； in, Let be the slope of the lift line of the wing. For the aspect ratio of the wing, The aerodynamic disturbance factor. It is the leading edge suction factor; The induced drag factor correction unit for nacelle configuration is used to calculate the induced drag factor of the nacelle configuration. : 。 13. The drag correction device for interference generated by a wing-mounted engine nacelle as described in claim 9, characterized in that, The effective aerodynamic disturbance area determination module for the wing includes: The wing mounting position factor determination unit is used to determine the wing mounting position factor according to the wing type. When the wing is a high-wing monoplane, the wing mounting position factor is 1; when the wing is a high-wing monoplane, the wing mounting position factor is 0.

67. The upper and lower mounting position determination unit is used to determine the height of the wing chord line from the engine nacelle axis. Maximum cross-sectional diameter of the engine nacelle Determine the parameters of the first nacelle And based on the parameters of the first nacelle The vertical mounting position of the engine nacelle relative to the wing is obtained by interpolation in the given interpolation table. ; Fore-and-aft mounting position determination unit, used to determine the engine nacelle length The length of the distance between the engine nacelle air intake and the wing leading edge Determine the parameters of the second nacelle And based on the parameters of the second nacelle Interpolate the engine nacelle relative to the wing leading edge using the given interpolation table to obtain the fore-and-aft mounting positions. ; The effective aerodynamic disturbance area calculation unit for the wing is used to correct the relative aerodynamic disturbance area by using the wing installation position factor, the upper and lower installation positions of the engine nacelle relative to the wing, and the fore and aft installation positions of the engine nacelle relative to the leading edge of the wing, so as to obtain the effective aerodynamic disturbance area of ​​the wing.

14. The drag correction device for interference generated by a wing-mounted engine nacelle as described in claim 9, characterized in that, In the camber correction factor determination module, when the relative area of ​​aerodynamic disturbance is greater than 0.18, the camber correction factor of the wing is calculated based on the effective aerodynamic disturbance area of ​​the wing; otherwise, the camber correction factor of the wing is set to be equal to the aerodynamic disturbance factor of the wing.

15. The drag correction device for interference generated by a wing-mounted engine nacelle as described in claim 9, characterized in that, In the induced drag coefficient determination module, the induced drag coefficient for de-cabin interference is calculated using the following formula. : ； in, As the induced resistance factor, The lift coefficient is . The lift coefficient corresponding to the minimum drag coefficient; ； in, For curvature correction factor, This is the lift coefficient corresponding to the minimum drag of the airfoil.

16. The drag correction device for interference generated by a wing-mounted engine nacelle as described in claim 9, characterized in that, In the wing camber drag coefficient determination module, the wing camber drag coefficient considering nacelle interference is calculated using the following formula. : ； in, For curvature correction factor, This is the lift coefficient corresponding to the minimum drag of the airfoil. Let be the aspect ratio of the wing.

17. A computer device, characterized in that, It includes a processor, a memory, and a computer program stored in the memory and executable on the processor, the processor executing the computer program to implement the drag correction method for interference caused by nacelles of wing-mounted engines as described in any one of claims 1-8.

18. A readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it is used to implement the drag correction method for interference caused by the nacelle of the wing-mounted engine as described in any one of claims 1-8.

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