洛马将采用HWB布局 低速风洞模型开展飞行验证

这才是NASA该干的事

其中验证了采用翼上安装发动机相比传统的翼下吊挂发动机燃油效率可改善5%
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感觉有点略少啊。。。。。

鬼神 发表于 2016-3-15 14:17
其中验证了采用翼上安装发动机相比传统的翼下吊挂发动机燃油效率可改善5%
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这只是其中的一方面

老美下一代运输机真的这么玩了啊……
来自: 手机APP客户端

乌鸦嘴一下，别在半途而废啊

鬼神 发表于 2016-3-15 14:17
其中验证了采用翼上安装发动机相比传统的翼下吊挂发动机燃油效率可改善5%
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这个风洞照片是Boeing的HWB，也就是以前叫成X-48的BWB。而不是Lockheed Martin的

@1771964382

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Lockheed's Hybrid Wing Body Plane Will Fly This Year, in Model Form


The 4-percent scale model is similar to a drone, but much larger and meticulously designed. It's a true copy of the future aircraft. ​​
http://www.popularmechanics.com/flight/a19867/a-model-of-lockheeds-hybrid-wing-body-plane-will-fly-this-year/

Lockheed Martin's Hybrid Wing Body (HWB) airlifter will fly sometime this year—or at least a four percent scale model of the aircraft will fly. The model has completed testing in a low-speed wind tunnel and is ready to be refurbished and flown for real.

Aerospace companies use low-speed wind tunnels—such as Lockheed's in Marietta, Georgia—to test models of the aircraft they are designing. Lockheed's 45-pound HWB model has a wingspan of 10-feet, and is capable of flying using 10-pound thrusters that are essentially ducted fans. The model's thrusters are not exactly to scale for the large-diameter turbofan engines that are planned for the full-sized aircraft, but the propulsion produced is the same.

The HWB is an appealing design, blending the wings into the body of the aircraft to make room for larger-than-normal engines and achieve high fuel efficiency. If it goes into production, it could ultimately replace large cargo aircraft used by the military. Design models and the wind tunnel testing suggest that the HWB could carry as much as the Lockheed C-5 Galaxy, the biggest cargo plane used by the U.S. military (payload capacity 240,000 pounds), and burn 70% less fuel than the Boeing C-17 Globemaster, the most commonly used military cargo plane.

Rick Hooker, Lockheed Martin Skunk Works program manager for the HWB project, told Aviation Weekly that the model aircraft will be flown remotely "sometime this year."

Unlike flying-wing aircraft such as the B-2 Stealth Bomber, the HWB does not rely on any advanced control effectors, such as thrust vectoring, to maintain stability. In other words, it's designed to fly just like a normal plane. "It flies just like a tube-and-wing aircraft, using aileron, elevator and rudder," Hooker told Aviation Weekly.

In addition to the low-speed tests that were conducted on the model that will fly, Lockheed has also tested a heavy metal half-span model of the aircraft designed to withstand transonic speeds in the National Transonic Facility at NASA Langley Research Center.

If all goes smoothly during the model flight tests later this year, then we just might see Lockheed lay out some plans for the development of a full-sized airlifter.

Source: Aviation Weekly


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http://aviationweek.com/future-leaders/next-lockheed-low-speed-hwb-airlifter-flight



Next Up for Lockheed Low-Speed HWB Airlifter: Flight
Lockheed eyes demonstrator potential for unconventional airlifter concept
Mar 7, 2016


Scale wind-tunnel models are usually designed for one task, to collect data on the ground under strictly controlled conditions. But now that Lockheed Martin has completed low-speed testing of its Hybrid Wing Body (HWB) airlifter, it plans something unusual—to fly the same model as an unmanned aircraft.

The February tests of a 4%-scale full-span model in Lockheed Martin’s low-speed wind tunnel in Marietta, Georgia, complemented evaluation of a same-scale half-span HWB in August 2015 in the National Transonic Facility (NTF) at NASA Langley Research Center. They are aimed at validating computational fluid dynamics (CFD) predictions of the unconventional configuration’s performance benefits.

According to Lockheed, the HWB combines the aerodynamic and structural efficiency of a blended wing body with the control authority of a conventional T-tail for short-field performance and compatibility of a traditional aft fuselage with the established infrastructure and procedures for loading, unloading and airdropping cargo and troops.

With a pair of ultra-high-bypass turbofans mounted above the trailing edge of the wing, the HWB is designed to carry all of the outsize cargo now airlifted by the Lockheed C-5 while burning 70% less fuel than the Boeing C-17.

While the NTF tests validated the high-speed cruise efficiency of the configuration, including a 5% improvement for over-wing nacelles versus the traditional location under the wing leading edge, the low-speed tests at Lockheed were focused on gathering stability and control data to confirm the configuration’s expected handing qualities.

“What really sets this apart is we get the performance of an unconventional configuration with conventional control effectors,” says Rick Hooker, Lockheed Martin Skunk Works HWB program manager. “It flies just like a tube-and-wing aircraft, using aileron, elevator and rudder.” Tailless flying-wing aircraft require unconventional control effectors for safe low-speed handling.

Where the half-span HWB tested in the NTF was a heavy metal model designed to withstand loads up to 12,000 lb. at transonic speeds, the low-speed model is the complete aircraft—about 10-ft. in span, but weighing just 45 lb.—so it can be flown later. “The light weight was a big challenge,” he says, as it had to carry more than 500 lb. of lift. “The hard part was getting it to survive the wind tunnel.”

Over a period of three weeks, the HWB was evaluated in the Marietta tunnel at speeds typically below 150 mph. The model was tested in cruise configuration to evaluate control-surface effectiveness and in high-lift configuration, with slats and flaps extended. Some low-speed high-lift testing was conducted in the NTF, and Lockheed was looking to confirm that data in the Marietta tests. “The results are in line with pre-test CFD, and we have good correlation with low-speed data out of the NTF,” says Hooker.

Where the NTF model had a flow-through engine nacelle, the low-speed model has a pair of electric ducted fans simulating the over-wing turbofans. This allowed Lockheed to validate the powered-lift benefit predicted to result from the additional airflow over the wing entrained by the engines.

“We tested the model at a range of power settings and control-surface deflections to see the impact on stability and control, and confirm the handling qualities,” Hooker says. “We also tested it in high-lift mode with slats and flaps and powered nacelles and confirmed the powered-lift benefit.”

The model’s 10-lb.-thrust ducted fans were not exactly the same scale size as the HWB’s large-diameter turbofan engines, but the jets produced were equivalent, enabling Lockheed to validate the powered-lift benefit predicted by CFD “with enough confidence to apply it to the full-size aircraft,” he says.

The low-speed model, designed by Lockheed and built by Empirical Systems Aerospace, will be refurbished and flown as a remotely piloted aircraft “sometime this year,” says Hooker. The goal is to assess handling qualities in cruise mode, but the model will be equipped with an air-data probe. “We know the thrust the fans produce, so we’ll be able to figure out the aircraft’s drag and get a full performance database to compare with the wind tunnel and CFD,” he says.

Lockheed is pursuing the HWB concept with funding support from the U.S. Air Force Research Laboratory (AFRL) under its Revolutionary Configurations for Energy Efficiency program, which ends in 2017. The company will complete a study for AFRL of a manned HWB demonstrator this fall, he says. A commercialization study for NASA, looking at a freighter variant, will finish around the same time.

NASA has unveiled budget plans to fly a 50%-scale hybrid wing body demonstrator after 2020 as the second in a proposed series of large-scale X-planes. To date, the agency’s definition of HWB has been synonymous with Boeing’s Blended Wing Body configuration, but Lockheed plans to propose its HWB concept, and NASA says selection of the X-plane will be an open competition. “We do qualify to play in the HWB plans, and are working with NASA to make sure that we do,” says Hooker.

昂格鲁文的航空信息也要审查了？

上面那个洛马的HWB低速风洞测试的图片和信息等到审查完毕就能显示出来了。

下面是Boeing和NASA研究的HWB的试验图片

Boeing HWB 风洞模型的CFD模型和尺寸

b2和c17相爱了，然后有了这货

会不会出现，我国Y20服役没多久，人家更好的就出来了？

万一这种设计被波音采用，用于窄体客机替换737max，那919/mc21岂不是也尴尬了？

造特诶油显略管 发表于 2016-3-15 21:08
Boeing HWB 风洞模型的CFD模型和尺寸
看这个造型，全球到达不是问题啊

内部空间确实大了不少，还省油

张俊 发表于 2016-3-16 09:58
会不会出现，我国Y20服役没多久，人家更好的就出来了？

万一这种设计被波音采用，用于窄体客机替换737ma ...
客机还是比较保守的

张俊 发表于 2016-3-16 09:58
会不会出现，我国Y20服役没多久，人家更好的就出来了？

万一这种设计被波音采用，用于窄体客机替换737ma ...
BWB/HWB的项目，骆马和波音都在和不同的部门研制中，波音这个是在大的环境适应性飞行器的大框架下的产品，主要是经济和环保（燃油效率、噪音）。骆马的今年要飞4%比例的模型，性质类似于X-48。
到2020年NASA会展开多家参与的项目竞争，到时候各家将会提供50%比例的飞行模型进行竞争测试。所以，这个有关于混合翼身融合飞行器的项目应该要持续到2030年以后才会有大致的全尺寸飞行器工程项目的眉目。现在都是在进行基础性预研的状态，探索各类飞控、环控方面的相关知识。

张俊 发表于 2016-3-16 09:59
看这个造型，全球到达不是问题啊
全球到达？可能夸张了些吧。偶关心这类BWB/HWB和这个有关

http://lt.cjdby.net/forum.php?mo ... amp;fromuid=1041959

http://lt.cjdby.net/forum.php?mo ... amp;fromuid=1041959

造特诶油显略管 发表于 2016-3-16 10:55
BWB/HWB的项目，骆马和波音都在和不同的部门研制中，波音这个是在大的环境适应性飞行器的大框架下的产品 ...
只希望我国把握住机会。

人家都在玩三代机，美国开始玩四代了，包括欧洲在内都慢了一拍，双凤虽不能说落后，但总归还是差了一截

我就担心我们到时候好不容易开发了个Y30.人家飞翼运输机就出来了，指标还不差，航程更远。那就又尴尬了，相当于再次落后美国一个身位

张俊 发表于 2016-3-16 11:02
只希望我国把握住机会。

人家都在玩三代机，美国开始玩四代了，包括欧洲在内都慢了一拍，双凤虽不能说 ...
飞机其实在其次，主要是发动机基础。

造特诶油显略管 发表于 2016-3-16 11:05
飞机其实在其次，主要是发动机基础。
飞翼的话相对来说，对发动机的要求并不算太高。看楼主贴的文字，应该是和C17差不多级别的，而且能运比C17更大的货物，发动机，俩。毕竟飞翼升力很可观的，不是普通构型能比的。飞翼的天生优势又是能装很多油。


如果美国把控制搞定，气动摸透，把野战起降，人员货物进出方式，空降方式，飞翼低空突防等搞定。

万一我国在这方面研究不足，又把重心放在Y30，兔版C5上，那就尴尬了。而Y20已经出来了，这个就不说了。


只希望在这方面，我国可以和电磁弹射一样，实现弯道赶上或者弯道超越。

米帝真准备这么干了？

涡轮 发表于 2016-3-16 12:07
米帝真准备这么干了？
早就开始了   

涡轮 发表于 2016-3-16 12:07
米帝真准备这么干了？
我国肯定也会迅速跟进的

西四胡同打酱油 发表于 2016-3-15 14:43
老美下一代运输机真的这么玩了啊……
人家有钱，不行么？？

西凉河醋鱼 发表于 2016-3-15 15:28
乌鸦嘴一下，别在半途而废啊
反正兔子吸取人家的精髓

尚方大保健 发表于 2016-3-16 07:33
b2和c17相爱了，然后有了这货
这个节奏痕那啥，发动机是GE90PLUS？？

张俊 发表于 2016-3-16 09:59
看这个造型，全球到达不是问题啊
这个可以有啊

zhuzhancheng 发表于 2016-3-16 10:05
内部空间确实大了不少，还省油
当初人家的设计就是拥有C5的最大载重

1771964382 发表于 2016-3-16 12:17
我国肯定也会迅速跟进的
最大的煤粉，你以为呢

minimi001 发表于 2016-3-16 12:36
当初人家的设计就是拥有C5的最大载重
HWB结构本来就省油，不过超音速就差了点

HWB结构本来就省油，不过超音速就差了点
目前来看运输机不需要啥超音速

涡轮 发表于 2016-3-16 14:26
目前来看运输机不需要啥超音速
HWB的确不错，看看B2的机体和化冻鸡功率就晓得了，加上烘炸鸡和熨素鸡之类的不需要很高的鸡动性……

很不错的磕激素，值得烟酒……
PS.红色B2也该有消息了

如果兔子开始卖白菜的话，加油鸡和浴巾机之类的搞新鸡，妥妥的好啊
就是结构变动太大，一口吃不下

涡轮 发表于 2016-3-16 14:26
目前来看运输机不需要啥超音速

如果兔子开始卖白菜的话，加油鸡和浴巾机之类的搞新鸡，妥妥的好啊
就是结构变动太大，一口吃不下

其中验证了采用翼上安装发动机相比传统的翼下吊挂发动机燃油效率可改善5%
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最大的问题是，由于采用翼上安装发动机导致增加的维护费谁出？

鬼神 发表于 2016-3-15 14:17
其中验证了采用翼上安装发动机相比传统的翼下吊挂发动机燃油效率可改善5%
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机械行业5%的改进不少了

翼上发动机，起飞时，进气有没有影响？紧急拉起时功角大，会不会熄火？