CN102393749A - Method for determining use priority of control surfaces of aircraft with multiple control surfces at take-off and landing stages - Google Patents

Abstract

The invention provides a method for determining the use priority of control surfaces of an aircraft with multiple control surfces at a near distance stage. In the method, the use priority of the control surfaces under the flight status of the same Mach number and attack angle is determined according to the formula: Jdeltai=aLD[(L/D)deltai-(L/D)O]+amRmdeltai+arlRrldeltai, wherein, deltaCmdeltai is pitch control efficacy of the ith control surface, CLO and CDO are respectively a lift coefficient and a resistance coefficient in the absence of control surface deflection in the aircraft, deltaCLdeltai and deltaCDdeltai are respectively an additional lift coefficient and an additional resistance coefficient generated after the ith control surface deflects by a unit angle, RLdeltai is the deflection speed of the i control surface, and Rldelta0 is the deflection speed of the reference control surface. By adopting the method, the requirements of the aircraft on the lift drag characteristics, the efficacy of the control surfaces and the deflection capability of a steering engine at the near distance air battle stage can be embodied and the use priority of the control surfaces of the aircraft can be determined according to the requirements so that the control surfaces with high priority can be selected in the presence of a plurality of control modes, thus lowering the adverse price during the control process and improving the flight performance at the near distance air battle stage of the aircraft.

Description

A kind of definite many control surfaces are taken off the method that each control surface of landing period uses priority

Technical field

The present invention relates to the flight control field, be specially a kind of definite many control surfaces and take off the method that each control surface of landing period uses priority.

Background technology

Three kinds of control surfaces of conventional in layout aircraft comprise elevating rudder, aileron and yaw rudder, the attitude of corresponding pitching, lift-over and three directions of driftage control respectively, and the number of control surface equates that with the control anticipation parameter number maneuverability pattern is unique.And the performance requirement of modern type aircraft in order to meet the expectation generally introduced some new control surfaces.For example, introduced nearly coupling canard in order to obtain big angle of attack maneuverability; For obtaining post stall maneuver property and maneuverability, introduced thrust vectoring; Introduced high lift device for improving airfield performance; For improving stealthy performance empennage is revised, even the cancellation empennage; For the maneuverability and stability that strengthens high stealthy tailless configuration aircraft, complete moving wing tip (All Moving Tips), embedding face (Spoiler Slot Deflectors), the passive hole of leading edge (Leading Edge Passive Porosity) and drag direction rudder novel control surfaces such as (Split Drag Rudder) or the like have been introduced.When the introducing of many control surfaces brought expected performance to aircraft, also design has brought a difficult problem to flight control: there was infinite multiple maneuverability pattern in the number of control surface greater than controlled volume, must adopt Control Allocation to solve and handle redundant problem.

Early stage Control Allocation method is to realize through specifying control surface to make up, and promptly rule of thumb, specifies the control surface of confirming to realize handling requirement.And at present both at home and abroad the researchist mainly concentrates on the Control Allocation algorithm the research of Control Allocation method; What the index aspect was mainly considered is control performance and a small amount of flying quality; Do not consider relevant characters according to the characteristics of different aerial missions, thus the Control Allocation method of existing research still be in trial with a kind of Control Allocation algorithm application in the stage of aircraft.

And in fact, for many control surfaces Control Allocation problem, except will studying the Control Allocation algorithm, the use priority of confirming each control surface also is the content of demanding urgently studying.Many control surfaces aircraft can adopt multiple maneuverability pattern all to reach the manipulation requirement; But the cost that different maneuverability patterns produce also is different, and this mainly is because at first control surface deflection is except producing operating torque; Also can the lifting resistance characteristic of aircraft be exerted an influence; Thereby influence the flying quality of aircraft,, will influence the flying quality of aircraft if selected the maneuverability pattern that too influences the aircraft lifting resistance characteristic for use; Secondly; The drift angle of control surface steering wheel, turn rate all are limited, so the operating torque that control surface produced is limited, and the operating torque that reaches expectation also needs the regular hour; If too much select the lower control surface of steering wheel turn rate for use; Though finally still can reach the operating torque of expectation, can make the manipulation response of aircraft slower, thereby influence the performance of aircraft agility.In addition, from improving the angle of reliability and reduction Control Allocation complexity, the control surface of participating in control should be the least possible under the prerequisite that satisfies the manipulation requirement.So, need confirm the priority of each control surface according to the demand of different mission phases to In-Flight Performance; Thereby can exist under the situation of multiple maneuverability pattern; Select to use the high control surface of priority, reduce the unfavorable cost in the manipulation process, improve flying quality.

Summary of the invention

The technical matters that solves

For solving the problem that prior art exists, the present invention proposes a kind of definite many control surfaces and take off the method that each control surface of landing period uses priority, according to the demand of landing period of taking off, confirm the use priority of each control surface to In-Flight Performance.

Technical scheme

In the landing period of taking off of aircraft, can have higher requirements to the lift and the pitching new line characteristic of aircraft, drag characteristic is required lower, especially alightinging run the stage even hoping to increase resistance, and stealthy performance is not then required.In addition, the speed of the landing period of taking off is low, dynamic pressure is little, and control surface usefulness is lower, and easily drift angle, speed are saturated.Therefore, take off that landing period should use as far as possible that lift efficiency is good, pitching new line maneuvering efficiency is high, the fast control surface of turn rate.

Technical scheme of the present invention is:

Said a kind of definite many control surfaces are taken off the method that each control surface of landing period uses priority, it is characterized in that: adopt J _{δ i}=a _LR _{L δ i}+ a _mR _{M δ i}+ a _RlR _{Rl δ i}Confirm that each control surface uses priority, wherein J _{δ i}The use priority of representing i control surface, $R_{\mathrm{M\δ\; i}}=\frac{\mathrm{\Δ}{C}_{\mathrm{M\δ\; i}}}{\left|\mathrm{\Δ}{C}_{\mathrm{M\δ}0}\right|},$ Δ C _{M δ i}Be the pitch control usefulness of i control surface, Δ C _{M δ 0}Be the pitch control usefulness of benchmark control surface, the benchmark control surface is any control surface in many control surfaces aircraft; $R_{\mathrm{L\δ\; i}}=\frac{\mathrm{\Δ}{C}_{\mathrm{L\δ\; i}}}{\left|\mathrm{\Δ}{C}_{\mathrm{L\δ}0}\right|},$ Δ C _{L δ i}Be the additional lift coefficient that produces after i the control surface deflection unit angle, Δ C _{L δ 0}Be the additional lift coefficient that produces after the benchmark control surface deflection unit angle; $R_{\mathrm{Rl\δ\; i}}=\frac{R{L}_{\mathrm{\δ\; i}}}{R{L}_{\mathrm{\δ}0}},$ RL _{δ i}Be the turn rate of i control surface, RL _{δ 0}Turn rate for the benchmark control surface; a _L, a _m, a _RlRepresent the control surface lift efficiency successively respectively, the weights of maneuvering efficiency and control surface turn rate, a _L, a _m, a _RlSum is 1.

Described a kind of definite many control surfaces are taken off the method that each control surface of landing period uses priority, it is characterized in that: a _L=0.4, a _m=0.4, a _Rl=0.2.

Beneficial effect

The present invention proposes a kind of definite many control surfaces and take off the method that each control surface of landing period uses priority; This method has embodied in the landing period of taking off, and aircraft is to the requirement of lift efficiency and new line pitch control ability, and can combine to require to determine the use priority of each control surface of aircraft; Make and exist under the situation of multiple maneuverability pattern; Can select the control surface that uses priority high, reduce the unfavorable cost in the manipulation process, improve the flying quality of taking off landing period.

Description of drawings

Fig. 1: the example aircraft synoptic diagram that adopts among the embodiment;

Wherein: 1, the right side canard that closely is coupled; 2, the left side canard that closely is coupled; 3, elevon outside the right side; 4, elevon outside the left side; 5, elevon in the right side; 6, elevon in the left side; 7, right side Leading-Edge Manoeuvre Flap; 8, left side Leading-Edge Manoeuvre Flap; 9, thrust vectoring jet pipe.

Embodiment

Below in conjunction with specific embodiment the present invention is described:

Embodiment 1:

With reference to accompanying drawing 1, adopt method of the present invention to confirm that certain many control surfaces of type aircraft is in the use priority of each control surface of landing period of taking off in the present embodiment.The control surface that many control surfaces aircraft be fit to use in the landing period of taking off among the embodiment has: the right side canard 1 that closely is coupled, the left side canard 2 that closely is coupled, and elevon 3 outside the right side, and elevon 4 outside the left side; Elevon 5 in the right side, and elevon 6 in the left side, right side Leading-Edge Manoeuvre Flap 7; Left side Leading-Edge Manoeuvre Flap 8 and yaw rudder wherein because yaw rudder is unique directional control face, need not confirmed its drift angle through the Control Allocation process; So need to confirm using the control surface of priority in the present embodiment is exactly the right side canard 1 that closely is coupled, the left side canard 2 that closely is coupled, elevon 3 outside the right side; The outer elevon 4 in left side, elevon 5 in the right side, and elevon 6 in the left side; Right side Leading-Edge Manoeuvre Flap 7 and left side Leading-Edge Manoeuvre Flap 8, and right side canard 1 and the left side canard 2 synchronous deflections that closely are coupled that closely are coupled, the drift angle is designated as δ _cElevon 3 outside the right side, elevon 4 synchronous deflections outside the left side, and elevon 6 synchronous deflections in elevon 5 and the left side in the right side, the drift angle is designated as δ _eRight side Leading-Edge Manoeuvre Flap 7 and the 8 synchronous deflections of left side Leading-Edge Manoeuvre Flap, the drift angle is designated as δ _Le

In the present embodiment, spendable control angle scope and turn rate are as shown in table 1:

Table 1

Control surface	Angle of minimum deviation	Sail angle	Yaw rate
				Canard	-55°	25°	±50°/s
Elevon	-25°	25°	±50°/s
				Leading-Edge Manoeuvre Flap	-10°	30°	±20°/s

In the present embodiment, the benchmark control surface is chosen as elevon, and the drift angle is δ _e

The additional lift coefficient that is obtained producing after three kinds of control surface deflection unit angles by wind tunnel test is respectively: canard Δ C _{L δ c}=0.0007, Leading-Edge Manoeuvre Flap Δ C _{L δ le}=-0.0005, elevon Δ C _{L δ e}=0.022, the ratio of the additional lift coefficient that produces after the additional lift coefficient that can obtain thus producing after each control surface deflection unit angle and the benchmark control surface deflection unit angle does $R_{\mathrm{L\δ\; c}}=\frac{0.0007}{\left|0.022\right|}=0.0323,$ $R_{\mathrm{L\δ\; Le}}=\frac{-0.0005}{\left|0.022\right|}=-0.022,$ $R_{\mathrm{L\δ\; e}}=\frac{0.022}{\left|0.022\right|}=1.$

The pitch control usefulness that is obtained three kinds of control surfaces by wind tunnel test is respectively: canard Δ C _{M δ c}=0.0028, Leading-Edge Manoeuvre Flap Δ C _{M δ le}=-0.000194, elevon Δ C _{M δ e}=-0.008, the ratio that can obtain each control surface pitch control usefulness and benchmark control surface pitch control usefulness thus is respectively $R_{\mathrm{M\δ\; c}}=\frac{0.0028}{|-0.008|}=0.35,$ $R_{\mathrm{M\δ\; Le}}=\frac{-0.000194}{|-0.008|}=-0.0242,$ $R_{\mathrm{M\δ\; e}}=\frac{-0.008}{|-0.008|}=-1.$ Here the pitch control usefulness of so-called control surface is the additional pitching moment coefficient that produces after the control surface deflection unit angle.

Provided the yaw rate of each control surface in the table 1, the ratio that can obtain each control surface turn rate and benchmark control surface turn rate does $R_{\mathrm{Rl\δ\; c}}=\frac{50}{50}=1,$ $R_{\mathrm{Rl\δ\; Le}}=\frac{20}{50}=0.4,$ $R_{\mathrm{Rl\δ\; e}}=\frac{50}{50}=1.$

By formula J _{δ i}=a _LR _{L δ i}+ a _mR _{M δ i}+ a _RlR _{Rl δ i}Confirm the use priority of three control surfaces, wherein a _L, a _m, a _RlRepresent the control surface lift efficiency successively respectively, the weights of maneuvering efficiency and control surface turn rate, a _L, a _m, a _RlSum is 1, because in lift efficiency and the new line pitch control ability of taking off the more emphasical aircraft of landing period, so get a in the present embodiment _L=0.4, a _m=0.4, a _Rl=0.2, the priority of using that obtains canard thus is J _{δ c}=0.353, the priority of using of Leading-Edge Manoeuvre Flap is J _{δ le}=0.0615, the priority of using of elevon is J _{δ e}=0.2.

This shows that in the landing period of taking off, the priority of canard is the highest, elevon takes second place, and Leading-Edge Manoeuvre Flap is minimum.

The flight simulation experiment shows, according to the control surface priority orders that draws in the present embodiment, selects to use the high control surface of priority as maneuverability pattern, can reduce the unfavorable cost in the manipulation process, improves the flying quality of taking off the landing flight stage.

Embodiment 2:

The control surface that many control surfaces aircraft be fit to use in the landing period of taking off in the present embodiment is except comprising that (drift angle is designated as δ for canard among the embodiment 1 _c), (drift angle is designated as δ to elevon _e), (drift angle is designated as δ to Leading-Edge Manoeuvre Flap _Le) outside, comprise that also (thrust vectoring jet pipe drift angle is designated as δ to thrust vectoring _Tv)

In the present embodiment, spendable control angle scope and turn rate are as shown in table 2:

Table 2

Control surface	Angle of minimum deviation	Sail angle	Yaw rate
				Canard	-55°	25°	±50°/s
Elevon	-25°	25°	±50°/s
				Leading-Edge Manoeuvre Flap	-10°	30°	±20°/s
The thrust vectoring jet pipe	-25°	25°	±25°/s

In the present embodiment, the benchmark control surface is chosen as elevon, and the drift angle is δ _e

The additional lift coefficient that is obtained producing after three kinds of control surface deflection unit angles by wind tunnel test is respectively: canard Δ C _{L δ c}=0.0007, Leading-Edge Manoeuvre Flap Δ C _{L δ le}=-0.0005, elevon Δ C _{L δ e}=0.022, the ratio of the additional lift coefficient that produces after the additional lift coefficient that can obtain thus producing after each control surface deflection unit angle and the benchmark control surface deflection unit angle does $R_{\mathrm{L\δ\; c}}=\frac{0.0007}{\left|0.022\right|}=0.0323,$ $R_{\mathrm{L\δ\; Le}}=\frac{-0.0005}{\left|0.022\right|}=-0.022,$ $R_{\mathrm{L\δ\; e}}=\frac{0.022}{\left|0.022\right|}=1.$

The pitch control usefulness that is obtained three kinds of control surfaces by wind tunnel test is respectively: canard Δ C _{M δ c}=0.0028, Leading-Edge Manoeuvre Flap Δ C _{M δ le}=-0.000194, elevon Δ C _{M δ e}=-0.008, the ratio that can obtain each control surface pitch control usefulness and benchmark control surface pitch control usefulness thus is respectively $R_{\mathrm{M\δ\; c}}=\frac{0.0028}{|-0.008|}=0.35,$ $R_{\mathrm{M\δ\; Le}}=\frac{-0.000194}{|-0.008|}=-0.0242,$ $R_{\mathrm{M\δ\; e}}=\frac{-0.008}{|-0.008|}=-1.$ Here the pitch control usefulness of so-called control surface is the additional pitching moment coefficient that produces after the control surface deflection unit angle.

Provided the yaw rate of each control surface in the table 2, the ratio that can obtain each control surface turn rate and benchmark control surface turn rate does $R_{\mathrm{Rl\δ\; c}}=\frac{50}{50}=1,$ $R_{\mathrm{Rl\δ\; Le}}=\frac{20}{50}=0.4,$ $R_{\mathrm{Rl\δ\; e}}=\frac{50}{50}=1,$ $R_{\mathrm{Rl\δ\; Tv}}=\frac{25}{50}=0.5.$

By formula J _{δ i}=a _LR _{L δ i}+ a _mR _{M δ i}+ a _RlR _{Rl δ i}Confirm the use priority of each control surface, wherein a _L, a _m, a _RlRepresent the control surface lift efficiency successively respectively, the weights of maneuvering efficiency and control surface turn rate, a _L, a _m, a _RlSum is 1, because in lift efficiency and the new line pitch control ability of taking off the more emphasical aircraft of landing period, so get a in the present embodiment _L=0.4, a _m=0.4, a _Rl=0.2, the priority of using that obtains canard thus is J _{δ c}=0.353, the priority of using of Leading-Edge Manoeuvre Flap is J _{δ le}=0.0615, the priority of using of elevon is J _{δ e}=0.2.

To thrust vectoring because the power that thrust vectoring deflection produces and moment is with velocity variations, so adopt in the airplane design index rotation speed as a reference speed confirm that the equivalent of thrust vectoring deflection adds lift coefficient Δ C _{L δ tv}With equivalent pitch control usefulness Δ C _{M δ tv}The aircraft rotation speed that adopts in the present embodiment is 67m/s.

As the additional lift coefficient Δ C of the equivalent that produces when inclined to one side under the thrust vectoring jet pipe _{L δ tv}=0.0126, equivalent pitch control usefulness Δ C _{M δ tv}=-0.069, obtain with the ratio of benchmark control surface relevant parameter be: $R_{\mathrm{L\δ\; Tv}}=\frac{0.0126}{\left|0.022\right|}=0.57,$ $R_{\mathrm{M\δ\; Tv}}=\frac{-0.069}{|-0.008|}=-8.6.$ By formula J _{δ i}=a _LR _{L δ i}+ a _mR _{M δ i}+ a _RlR _{Rl δ i}Obtain that the priority of using when inclined to one side is J under the thrust vectoring jet pipe _{δ tvd}=0.4 * 0.57+0.4 * (8.6)+0.1=-3.112.

As the additional lift coefficient Δ C of equivalent that produces partially the time on the thrust vectoring jet pipe _{L δ tv}=-0.0126, equivalent pitch control usefulness Δ C _{M δ tv}=0.069, obtain with the ratio of benchmark control surface relevant parameter be: $R_{\mathrm{L\δ\; Tv}}=\frac{-0.0126}{\left|0.022\right|}=-0.57,$ $R_{\mathrm{M\δ\; Tv}}=\frac{0.069}{|-0.008|}=-8.6.$ By formula J _{δ i}=a _LR _{L δ i}+ a _mR _{M δ i}+ a _RlR _{Rl δ i}The priority of using when obtaining on the thrust vectoring jet pipe partially is J _{δ tv}=0.4 * (0.57)+0.4 * 8.6+0.1=3.312.

This shows, in the landing period of taking off, when thrust vectoring participates in handling; Priority inclined to one side on the thrust vectoring jet pipe is the highest; During manipulation, thrust vectoring should be gone up partially producing big nose-up pitching moment, thereby allows elevon bigger aforesaid downward angle to be arranged to improve lift coefficient.

The flight simulation experiment shows, according to the control surface priority orders that draws in the present embodiment, selects to use the high control surface of priority as maneuverability pattern, can reduce the unfavorable cost in the manipulation process, improves the flying quality of taking off the landing flight stage.

Claims (2)

1. confirm that each control surface of many control surfaces aircraft low coverage stage uses the method for priority, is characterized in that: adopt J for one kind _{δ i}=a _LD[(L/D) _{δ i}-(L/D) ₀]+a _mR _{M δ i}+ a _RlR _{Rl δ i}Confirm that each control surface uses priority, J under the state of flight of the same Mach number and the angle of attack _{δ i}The use priority of representing i control surface, $R_{\mathrm{M\δ\; i}}=\left|\frac{\mathrm{\Δ}{C}_{\mathrm{M\δ\; i}}}{\mathrm{\Δ}{C}_{\mathrm{M\δ}0}}\right|,$ Δ C _{M δ i}Be the pitch control usefulness of i control surface, Δ C _{M δ 0}Be the pitch control usefulness of benchmark control surface, the benchmark control surface is any control surface in many control surfaces aircraft; ${(L/D)}_{\mathrm{\δ\; i}}=\frac{C_{L0}+\mathrm{\Δ}{C}_{\mathrm{L\δ\; i}}}{C_{D0}+\mathrm{\Δ}{C}_{\mathrm{D\δ\; i}}},$ ${(L/D)}_0=\frac{C_{L0}}{C_{D0}},$ C _L0Lift coefficient when not having control surface deflection for aircraft, C _D0Resistance coefficient when not having control surface deflection for aircraft, Δ C _{L δ i}Be the additional lift coefficient that produces after i the control surface deflection unit angle, Δ C _{D δ i}It is the additional drag coefficient that produces after i the control surface deflection unit angle; $R_{\mathrm{Rl\δ\; i}}=\frac{{\mathrm{RL}}_{\mathrm{\δ\; i}}}{{\mathrm{RL}}_{\mathrm{\δ}0}},$ RL _{δ i}Be the turn rate of i control surface, RL _{δ 0}Turn rate for the benchmark control surface; a _LD, a _m, a _RlRepresent the control surface lifting resistance characteristic successively respectively, the weights of maneuvering efficiency and control surface turn rate, a _LD, a _m, a _RlSum is 1.

2. a kind of method of confirming each control surface use priority of many control surfaces aircraft low coverage stage according to claim 1 is characterized in that: a _LD=0.3, a _m=0.4, a _Rl=0.3.

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