CAJ | 학술논문

为了提高风力机的捕风能力，确定最佳的翼型结构，该文以风力机翼型S809为研究对象，设计了S809分离式尾缘襟翼模型，对翼型主体与襟翼之间缝隙进行了局部优化处理，利用AUTOCAD建立了分离式尾缘襟翼几何模型。进而采用计算流体力学方法，对0攻角下，0～16°不同襟翼偏转角的襟翼模型进行了气动性能计算，并对翼型周围流场的压力云图、流线图、压力系数分布进行了理论分析。结果表明：分离式尾缘襟翼结构设计合理，襟翼与主体之间的缝隙对翼型气动性能的影响很小；尾缘襟翼偏转增大了翼型弯度，提高了翼型的升力，随偏转角增大，翼型升力系数及升阻比增大，偏转角在14°时翼型的升阻比最大，为进一步研究分离式尾缘襟翼综合气动性能打下了基础。
위료제고풍력궤적포풍능력，학정최가적익형결구，해문이풍력궤익형S809위연구대상，설계료S809분리식미연금익모형，대익형주체여금익지간봉극진행료국부우화처리，이용AUTOCAD건립료분리식미연금익궤하모형。진이채용계산류체역학방법，대0공각하，0～16°불동금익편전각적금익모형진행료기동성능계산，병대익형주위류장적압력운도、류선도、압력계수분포진행료이론분석。결과표명：분리식미연금익결구설계합리，금익여주체지간적봉극대익형기동성능적영향흔소；미연금익편전증대료익형만도，제고료익형적승력，수편전각증대，익형승력계수급승조비증대，편전각재14°시익형적승조비최대，위진일보연구분리식미연금익종합기동성능타하료기출。
In order to increase the wind capture ability of the wind turbine, many research studies on the lift enhancement method of the wind turbine airfoil have been conducted by scholars at home and abroad. An airfoil with tailing edge flaps has a much higher lift-to-drag ratio than an airfoil without trailing edge flaps. Among all the lift enhancement methods of trailing edge flaps, the structure of the wind turbine airfoil with discrete trailing edge flaps is simple, the cost of production is low, and it can easily achieve variable angle control. But the aerodynamic performance of the wind turbine airfoil with traditional discrete trailing edge flaps has not been comprehensively studied, and gaps between the flaps and the airfoil main body has an influence on the aerodynamic performance of the airfoil. So it is necessary to optimize the gap structure and study the aerodynamic performance of the discrete trailing edge flaps with different deflection angles. Taking a wind turbine airfoil S809 as the research object, the structure of the discrete trailing edge flaps was designed, the chord length was set as 1 000 mm, and the gap between the flap and the main body of airfoil was optimized to make the width of gap an even 1 mm. Then the trailing edge flaps model was established. The flap rotates around the rotate center to form a different flap model at different deflect angles, the deflect angles of the flap varied from 0-16°, and the step size was 2. Mesh generation software Gambit s used to generate a model mesh, and the grids near the trailing edge were refined. After comparing the three kinds of grid number models, the grid independence was verified, and the number of a 148000 grid model for a calculating model was determined. Thek-ω two equation turbulence model of Commercial software FLUENT was used here to calculate the aerodynamic performance of the airfoil S809 without flaps, and the result was compared with the experimental data. The result showed that when the attack angle is small ,the error of lift coefficient is less than 0.9%, the error of drag coefficient is less than 4.86%, and the pressure coefficient distributions of calculated model is in good agreement with the experimental data. All these data verified that the calculated method was right and reliable. And then the aerodynamic performance of the 10% chord length flaps with different deflection angle under the attack angle of 0° was studied with the same method. The pressure contours, streamline and pressure coefficient distribution around the model with discrete trailing edge flaps were calculated and analyzed theoretically. The result showed that the gaps between the flap and the main body of airfoil were reasonably designed, and that the gaps had little influence on the aerodynamic performance of the airfoil. So the influence of the gaps can be ignored here. The deflect angle of the discrete trailing edge flaps had much influence on the aerodynamic performance of the model. With the increase of the deflect angle, the camber of airfoil was increased, this made the airflow near trailing edge of airfoil deflected downward, the velocity of airflow near the upper surface of airfoil increased, this result in the pressure of the upper surface of airfoil decreased, and the pressure of the lower surface of airfoil decreased, then the pressure difference between the upper and lower surface was also increased, eventually leading to enhancement of the lift coefficient and the lift-to-drag ratio of the airfoil with discrete trailing edge flaps. When the deflection angle was 14°, the lift-to-drag ratio of the airfoil reached the highest. The drag of the airfoil decreased with the increase of attack angle at first and then increased with the increase of attack angle. When the attack angle was 4°, the drag was the smallest.