Development and application of aerodynamic research technologies for fighters at high angle of attack
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摘要: 飞机布局的大迎角气动特性是决定飞行包线左边界的主要因素之一。 飞行包线左边界区域的扩展增强了飞机的大迎角机动性和敏捷性，但是同时也极大地挑战着飞机的安全。几十年来，随着大迎角飞行研究技术的发展，战斗机飞行不断突破失速迎角附近及以上区域，将飞行左边界左移，扩大了飞行包线，减少了飞行限制，挖掘了战斗机的作战潜能。本文对战斗机大迎角飞行相关的气动特性研究技术，包括流动机理研究、数值计算方法研究、风洞气动试验、气动建模与数据库构建、气动与控制综合验证等关键技术的发展与应用进行了阐述。基于这些技术的发展，结合工程实践经验，提出了战斗机大迎角气动特性研究的整体思路和方法，包括大迎角气动力预先设计、气动力获取、气动力表达、气动力综合分析和气动-运动-控制一体化验证五个部分，以供相关装备研制参考。
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关键词:
- 大迎角 /
- 非线性非定常气动力 /
- 风洞试验 /
- 气动力模型 /
- 气动-运动-控制综合试验
Abstract: Left boundary of the flight envelope is mainly determined by high angle of attack aerodynamic characteristics of the aircraft layout. The expansion of the left boundary of flight envelope enhances the aircraft's mobility and agility, but it also greatly challenges flight safety. Over the past decades, with the development of flight research technologies for high angle of attack , fighters continuously broke through the flight regime near and above the stalling angle of attack, which pushed left boundary more, expanded flight envelope, reduced flight restrictions, and squeezed more flight potential. This paper elaborates the development and application of key technologies related to high angle of attack aerodynamics including researches on the flow mechanism, numerical computations, wind tunnel tests, aerodynamic modeling and database construction, and integrated verification of aerodynamics and control laws. Along with the author's engineering practice, a systematic and close-loop aerodynamic design and analysis method for flighters at high angle of attack is proposed, consisting of five major parts including pre-design, data-acquisition, aerodynamic force expression, integrated analysis, and integrated aerodynamics/motion/control test, which would be used as reference for related equipment development. -
图 1 大迎角非线性、非定常气动力
Figure 1. Nonlinear and unsteady aerodynamic forcesat high angle of attack
图 4 鸭式布局大迎角典型涡系结构
Figure 4. Typical vortex structuresfor the canard configuration at high angles of attack
图 7 基于雷诺平均湍流模式和试验的俯仰力矩系数对比
Figure 7. Pitch moment comparison between RANS and wind tunnel test
图 13 大迎角区旋转天平数据的非线性
Figure 13. Nonlinear aerodynamics caused by rotationat high angle of attack
图 24 歼-10B飞机全尺寸过失速机动飞行动作
Figure 24. Post-stall maneuver of J-10B in a full scale flight test
图 25 大迎角气动特性综合设计与研究方法
Figure 25. Integrated method of design and research on aerodynamics at high angle of attack
表 1 不同数值方法的特点
Table 1. Characteristics of different numerical methods
计算方法 思路 置信度 效率 应用 雷诺平均（RANS） 将湍流全部简化
为工程模型较低，可定性反映规律，
但定量上与风洞试验有差异较高，分析周期
在天的量级工程上作为风洞试验的补充，给出全机气动力的总量/
分量和空间流场信息，用于全机的比对研究、机理分析等大涡模拟（LES） 将某一小尺度以下的
湍流简化为工程模型较高，定量可与
风洞试验吻合最差，分析周期
在年的量级仅用于学术研究，对于翼型、锥、柱等简单外形，
给出动态气动力及脉动精细频谱分离涡模拟（DES） 用大涡模拟计算分离流，
其余用雷诺平均较高，定量可与
风洞试验吻合较差，分析周期
在月的量级多用于学术研究，未来可能用于工程计算，
作为RANS的补充，用于全机气动机理分析
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表 2 大迎角飞行综合验证技术的特点
Table 2. Characteristics of aerodynamics/dynamics/control synthesis tests
综合验证试验技术 直接观测的物理量 试验环境 支撑形式 验证内容 机动历程模拟试验 迎角/侧滑角、全量气动力、
机构角速率等风洞 有支撑，模型相对支撑不能运动；
模型运动由机构运动实现直接验证大迎角气动数据库 风洞尾旋试验 俯仰角、偏航角、滚转角、
角速率、过载等风洞 无支撑 验证尾旋模态、尾旋平衡状态参数
及尾旋改出操纵方法风洞虚拟飞行试验 俯仰角、偏航角、滚转角、
角速率/角加速率等风洞 有支撑，模型相对支撑可以进行
三轴自由转动；模型运动由模型在
风洞中产生的气动力驱动验证大迎角偏离特性、
三轴自由振荡特性等水平风洞自由飞试验 迎角/侧滑角、俯仰角、
偏航角、滚转角、角速率/
角加速率、过载等风洞 无支撑 中小迎角平衡特性、操纵响应特性、控制律；
大迎角偏离趋势（需结合推力矢量）缩比模型大气飞行试验 迎角/侧滑角、俯仰角、
偏航角、滚转角、角速率/
角加速率、过载等大气环境 无支撑 低速全迎角包线飞行特性，包括平衡特性、
偏离特性、尾旋进入/平衡/改出过程、过失速飞行，
直接验证控制律/间接验证气动数据库全尺寸飞机飞行试验 迎角/侧滑角、俯仰角、
偏航角、滚转角、角速率/
角加速率、过载等大气环境 无支撑 全速域全包线飞行性能和全系统性能验证；
验证控制律/气动数据库
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