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首页> 外文会议>Congress of the International Council of the Aeronautical Sciences;ICAS 2008 >PROPELLER SLIPSTREAM INVESTIGATION USING THE FOKKER F27 WIND TUNNEL MODEL WITH FLAPS DEFLECTED
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PROPELLER SLIPSTREAM INVESTIGATION USING THE FOKKER F27 WIND TUNNEL MODEL WITH FLAPS DEFLECTED

机译：使用FOKKER F27风洞模型的螺旋桨滑差调查

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With the renewed interest in propeller propulsion because of environmental concerns, the need grows for a better understanding of the interaction effects of the propeller with the rest of the aircraft. The interaction of the propeller and wing with the vertical tail fin is of particular interest for directional control, especially with flaps deflected [14]. In order to obtain a better understanding of this interaction, wind tunnel tests have been performed in the wind tunnel at the Delft University of Technology (DUT). Three types of measurements have been performed on the 1:20 scale model of a Fokker F27, with flaps deflected. Forces and moments, side wash in front of the vertical tail, and the flow tield behind the wing have been measured. These measurement results are used for comparison with and validation of a numerical aerodynamic model based on potential flow equations.The measurements showed an increase in yawing moment of approximately 1.5 times the static yawing moment (thrust times moment arm) due to propeller installation effects. This increase was mainly caused by a side wash at the vertical tail due to the asymmetric lift distribution. The displacement of the flap inner tip vortex was smaller than expected from previous numerical simulations, however the side wash induced by the wing trailing vortex sheet was larger. A comparison of measurements, a RANS model and a potential method, showed that the difference in side wash between the methods is probably caused by a difference in calculated wing lift distribution, due to the negligence of wing thickness and propeller slipstream swirl reduction effects in the potential method.
机译：出于对环境的关注，人们对螺旋桨推进有了新的兴趣，因此越来越需要更好地了解螺旋桨与飞机其余部分的相互作用。螺旋桨和机翼与垂直尾翼的相互作用对于方向控制特别重要，特别是在襟翼偏斜的情况下[14]。为了更好地理解这种相互作用，在代尔夫特理工大学（DUT）的风洞中进行了风洞测试。在Fokker F27的1:20比例模型上执行了三种类型的测量，其中襟翼发生了偏转。测量了力和力矩，垂直尾翼前部的侧面洗涤物以及机翼后部的流动结点。这些测量结果用于与基于潜在流量方程的数值空气动力学模型进行比较和验证。 测量结果表明，由于螺旋桨的安装效果，偏航力矩增加了静态偏航力矩（推力乘以力矩臂）的1.5倍左右。这种增加主要是由于不对称的升力分布，在垂直尾部进行了侧洗。襟翼内尖端涡流的位移小于先前数值模拟的预期值，但是机翼尾涡流片引起的侧冲较大。测量结果，RANS模型和潜在方法的比较表明，由于机翼厚度的疏忽和螺旋桨滑流涡流减少效应的影响，两种方法之间的侧冲差异可能是由于机翼升力分布的计算差异引起的。潜在方法。

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