CN102393749B - 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 taking off and landing stage. In the method, the use priority of the control surfaces is determined according to the formula: Jdeltai=aLRL deltai+amRmdeltai+arlRrldeltai, wherein, deltaCmdeltai is pitch control efficacy of the ith control surface, 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 taking off and landing 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 taking off and landing stage of the aircraft.

Description

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

Technical field

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

Background technology

Three kinds of control surfaces of conventional in layout aircraft, comprise elevating rudder, aileron and yaw rudder, the respectively attitude of corresponding pitching, rolling and three directions of driftage control, and the number of control surface equates with control anticipation parameter number, maneuverability pattern is unique.And Modern New aircraft is in order to meet the desired performance requirement, some new control surfaces have generally been introduced.For example, in order to obtain At High Angle of Attack maneuverability, introduced nearly coupling canard; For obtaining post stall maneuver and maneuverability, introduced thrust vectoring; For improving airfield performance, introduced high lift device; For improving Stealth Fighter, empennage is revised, even cancelled empennage; In order to strengthen maneuverability and the stability of high stealthy tailless configuration aircraft, novel control surfaces such as complete moving wing tip (All Moving Tips), embedded surface (Spoiler Slot Deflectors), the passive hole of leading edge (Leading Edge Passive Porosity) and drag rudder (Split Drag Rudder) etc. have been introduced.When the introducing of many control surfaces brings expected performance to aircraft, control design also to flight and brought a difficult problem: the number of control surface is greater than controlled volume, has infinite multiple maneuverability pattern, must adopt to control and distribute the problem of handling redundancy that solves.

Early stage control distribution method is by specifying control surface to combine to realize, rule of thumb, specifying definite control surface to realize Control requirements.And at present domestic and international researchist mainly concentrates on control allocation algorithm controlling the research of distribution method, what index aspect was mainly considered is control performance and a small amount of flying quality, according to the feature of different aerial missions, do not consider corresponding performance index, so the control distribution method of existing research is still in attempting controlling by a kind of the stage that allocation algorithm is applied to aircraft.

And in fact, for many control surfaces, control assignment problem, and except studying, to control allocation algorithm, the use priority of determining each control surface is also the content of urgently studying.Many control surfaces aircraft can adopt multiple maneuverability pattern all to reach Control requirements, but the cost that different maneuverability patterns produce is also different, this be mainly because, first control surface deflection is except producing operating torque, also can exert an influence to the lifting resistance characteristic of aircraft, thereby affect the flying quality of aircraft, if selected the maneuverability pattern that too affects aircraft lifting resistance characteristic, will affect the flying quality of aircraft; Secondly, the drift angle of control surface steering wheel, turn rate are all limited, therefore the operating torque that control surface produces is limited, the operating torque that reaches expectation also needs the regular hour, if too much select the control surface that steering wheel turn rate is lower, although finally still can reach the operating torque of expectation, can make the control response of aircraft slower, thereby affect the performance of aircraft agility.In addition, from improving reliability and reducing and control the angle of distributing complexity, participate in the control surface controlled should meet under the prerequisite of Control requirements the least possible.So, need to be according to different mission phases the demand to In-Flight Performance, determine the priority of each control surface, thereby can be in the situation that there is multiple maneuverability pattern, the control surface that choice for use priority is high, reduces the unfavorable cost in manipulation process, improves flying quality.

Summary of the invention

The technical matters solving

The problem existing for solving prior art, the present invention proposes a kind of definite many control surfaces and takes off the method that each control surface of landing period is used priority, according to the demand of landing period to In-Flight Performance of taking off, determines the use priority of each control surface.

Technical scheme

In the landing period of taking off of aircraft, to the lift of aircraft and pitching new line characteristic, can have higher requirements, lower to drag characteristic requirement, the stage of especially alightinging run even wishes to increase resistance, and Stealth Fighter is not 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, the landing period of taking off should be used the control surface that lift efficiency is good, pitching new line maneuvering efficiency is high, turn rate is fast as far as possible.

Technical scheme of the present invention is:

Described a kind of definite many control surfaces are taken off the method that each control surface of landing period is used 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}determine that each control surface is used priority, wherein J _{δ i}the use priority that represents i control surface, $R_{\mathrm{m\δi}}=\frac{\mathrm{\Δ}{C}_{\mathrm{m\δi}}}{\left|\mathrm{\Δ}{C}_{\mathrm{m\δ}0}\right|},$ Δ C _{m δ i}be the pitch control usefulness of i control surface, Δ C _{m δ 0}for the pitch control usefulness of benchmark control surface, benchmark control surface is any one control surface in many control surfaces aircraft; $R_{\mathrm{L\δi}}=\frac{\mathrm{\Δ}{C}_{\mathrm{L\δi}}}{\left|\mathrm{\Δ}{C}_{\mathrm{L\δ}0}\right|},$ Δ C _{l δ i}be the additional lift coefficient producing after i control surface deflection unit angle, Δ C _{l δ 0}for the additional lift coefficient producing after benchmark control surface deflection unit angle; $R_{\mathrm{rl\δi}}=\frac{R{L}_{\mathrm{\δi}}}{R{L}_{\mathrm{\δ}0}},$ RL _{δ i}be the turn rate of i control surface, RL _{δ 0}turn rate for benchmark control surface; a _l, a _m, a _rlrepresent respectively successively control surface lift efficiency, 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 is used 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 is used priority, the method has embodied in the landing period of taking off, the requirement of aircraft to lift efficiency and new line pitch control ability, and can be in conjunction with the use priority that requires to determine each control surface of aircraft, make in the situation that there is multiple maneuverability pattern, can the high control surface of choice for use priority, reduce the unfavorable cost in manipulation process, improve the flying quality of taking off landing period.

Accompanying drawing explanation

Fig. 1: the example aircraft schematic diagram adopting in embodiment;

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

Embodiment

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

Embodiment 1:

With reference to accompanying drawing 1, in the present embodiment, adopt method of the present invention to determine that certain many control surfaces of type aircraft is in the use priority of each control surface of landing period of taking off.The control surface that in embodiment, many control surfaces aircraft be applicable to use in the landing period of taking off has: the right side canard 1 that is closely coupled, the nearly coupling in left side canard 2, outside right side, elevon 3, the outer elevon 4 in left side, in right side, elevon 5, elevon 6 in 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, do not need to determine its drift angle by controlling assigning process, so needing determine to use the control surface of priority in the present embodiment is exactly the right side canard 1 that is closely coupled, the nearly coupling in left side canard 2, outside right side, elevon 3, the outer elevon 4 in left side, in right side, elevon 5, elevon 6 in 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 that is closely coupled that is closely coupled is synchronizeed deflection, drift angle is designated as δ _c, outside right side, elevon 3, the synchronous deflection of elevon 4 outside left side, and the synchronous deflection of elevon 6 in elevon 5 and left side in right side, drift angle is designated as δ _e, right side Leading-Edge Manoeuvre Flap 7 and the synchronous deflection of left side Leading-Edge Manoeuvre Flap 8, 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, benchmark control surface is chosen as elevon, and 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 that can obtain thus the additional lift coefficient that produces after the additional lift coefficient that produces after each control surface deflection unit angle and benchmark control surface deflection unit angle is $R_{\mathrm{L\δc}}=\frac{0.0007}{\left|0.022\right|}=0.0323,$ $R_{\mathrm{L\δle}}=\frac{-0.0005}{\left|0.022\right|}=-0.022,$ $R_{\mathrm{L\δe}}=\frac{0.022}{\left|0.022\right|}=1.$

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, can obtain thus each control surface pitch control usefulness and be respectively with the ratio of benchmark control surface pitch control usefulness $R_{\mathrm{m\δc}}=\frac{0.0028}{|-0.008|}=0.35,$ $R_{\mathrm{m\δle}}=\frac{-0.000194}{|-0.008|}=-0.0242,$ $R_{\mathrm{m\δe}}=\frac{-0.008}{|-0.008|}=-1.$ Here the pitch control usefulness of so-called control surface is the additional pitching moment coefficient producing after control surface deflection unit angle.

In table 1, provided the yaw rate of each control surface, can obtain each control surface turn rate and with the ratio of benchmark control surface turn rate be $R_{\mathrm{rl\δc}}=\frac{50}{50}=1,$ $R_{\mathrm{rl\δle}}=\frac{20}{50}=0.4,$ $R_{\mathrm{rl\δe}}=\frac{50}{50}=1.$

By formula J _{δ i}=a _lr _{l δ i}+ a _mr _{m δ i}+ a _rlr _{rl δ i}determine the use priority of three control surfaces, wherein a _l, a _m, a _rlrepresent respectively successively control surface lift efficiency, the weights of maneuvering efficiency and control surface turn rate, a _l, a _m, a _rlsum is 1, owing to more emphasizing lift efficiency and the new line pitch control ability of aircraft taking off landing period, so in the present embodiment, gets a _l=0.4, a _m=0.4, a _rl=0.2, the use priority that obtains thus canard is J _{δ c}=0.353, the use priority of Leading-Edge Manoeuvre Flap is J _{δ le}=0.0615, the use priority of elevon is J _{δ e}=0.2.

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

Experiment of Flight Simulation shows, according to the control surface priority orders drawing in the present embodiment, the high control surface of choice for use priority, as maneuverability pattern, can reduce the unfavorable cost in manipulation process, improves the flying quality of taking off the landing flight stage.

Embodiment 2:

The control surface that in the present embodiment, many control surfaces aircraft be applicable to use in the landing period of taking off is except comprising that (drift angle is designated as δ for canard in 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, also comprise that (Thrust-vectoring Nozzle 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
Thrust-vectoring Nozzle	-25°	25°	±25°/s

In the present embodiment, benchmark control surface is chosen as elevon, and 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 that can obtain thus the additional lift coefficient that produces after the additional lift coefficient that produces after each control surface deflection unit angle and benchmark control surface deflection unit angle is $R_{\mathrm{L\δc}}=\frac{0.0007}{\left|0.022\right|}=0.0323,$ $R_{\mathrm{L\δle}}=\frac{-0.0005}{\left|0.022\right|}=-0.022,$ $R_{\mathrm{L\δe}}=\frac{0.022}{\left|0.022\right|}=1.$

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, can obtain thus each control surface pitch control usefulness and be respectively with the ratio of benchmark control surface pitch control usefulness $R_{\mathrm{m\δc}}=\frac{0.0028}{|-0.008|}=0.35,$ $R_{\mathrm{m\δle}}=\frac{-0.000194}{|-0.008|}=-0.0242,$ $R_{\mathrm{m\δe}}=\frac{-0.008}{|-0.008|}=-1.$ Here the pitch control usefulness of so-called control surface is the additional pitching moment coefficient producing after control surface deflection unit angle.

In table 2, provided the yaw rate of each control surface, can obtain each control surface turn rate and with the ratio of benchmark control surface turn rate be $R_{\mathrm{rl\δc}}=\frac{50}{50}=1,$ $R_{\mathrm{rl\δle}}=\frac{20}{50}=0.4,$ $R_{\mathrm{rl\δe}}=\frac{50}{50}=1,$ $R_{\mathrm{rl\δtv}}=\frac{25}{50}=0.5.$

By formula J _{δ i}=a _lr _{l δ i}+ a _mr _{m δ i}+ a _rlr _{rl δ i}determine the use priority of each control surface, wherein a _l, a _m, a _rlrepresent respectively successively control surface lift efficiency, the weights of maneuvering efficiency and control surface turn rate, a _l, a _m, a _rlsum is 1, owing to more emphasizing lift efficiency and the new line pitch control ability of aircraft taking off landing period, so in the present embodiment, gets a _l=0.4, a _m=0.4, a _rl=0.2, the use priority that obtains thus canard is J _{δ c}=0.353, the use priority of Leading-Edge Manoeuvre Flap is J _{δ le}=0.0615, the use priority of elevon is J _{δ e}=0.2.

For thrust vectoring, the wind tunnel producing due to thrust vectoring deflection is with velocity variations, so adopt rotation speed in airplane design index as the additional lift coefficient Δ C of the equivalent of determining thrust vectoring deflection with reference to speed _{l δ tv}with equivalent pitch control usefulness Δ C _{m δ tv}.The aircraft rotation speed adopting in the present embodiment is 67m/s.

The additional lift coefficient Δ C of equivalent producing when inclined to one side under Thrust-vectoring Nozzle _{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: $R_{\mathrm{L\δtv}}=\frac{0.0126}{\left|0.022\right|}=0.57,$ $R_{\mathrm{m\δtv}}=\frac{-0.069}{|-0.008|}=-8.6.$ By formula J _{δ i}=a _lr _{l δ i}+ a _mr _{m δ i}+ a _rlr _{rl δ i}use priority while obtaining under Thrust-vectoring Nozzle is partially J _{δ tvd}=0.4 * 0.57+0.4 * (8.6)+0.1=-3.112.

The additional lift coefficient Δ C of equivalent producing when inclined to one side on Thrust-vectoring Nozzle _{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: $R_{\mathrm{L\δtv}}=\frac{-0.0126}{\left|0.022\right|}=-0.57,$ $R_{\mathrm{m\δtv}}=\frac{0.069}{|-0.008|}=-8.6.$ By formula J _{δ i}=a _lr _{l δ i}+ a _mr _{m δ i}+ a _rlr _{rl δ i}use priority while obtaining on Thrust-vectoring Nozzle is partially 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 Thrust-vectoring Nozzle is the highest, during manipulation, thrust vectoring should be gone up inclined to one side to produce large nose-up pitching moment, thereby allows elevon to have larger aforesaid downward angle to improve lift coefficient.

Experiment of Flight Simulation shows, according to the control surface priority orders drawing in the present embodiment, the high control surface of choice for use priority, as maneuverability pattern, can reduce the unfavorable cost in manipulation process, improves the flying quality of taking off the landing flight stage.

Claims (2)

1. definite many control surfaces are taken off the method that each control surface of landing period is used 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}determine that each control surface is used priority, wherein J _{δ i}the use priority that represents i control surface,

Δ C _{m δ i}be the pitch control usefulness of i control surface, Δ C _{m δ 0}for the pitch control usefulness of benchmark control surface, benchmark control surface is any one control surface in many control surfaces aircraft;

Δ C _{l δ i}be the additional lift coefficient producing after i control surface deflection unit angle, Δ C _{l δ 0}for the additional lift coefficient producing after benchmark control surface deflection unit angle;

rL _{δ i}be the turn rate of i control surface, RL _{δ 0}turn rate for benchmark control surface; a _l, a _m, a _rlrepresent respectively successively control surface lift efficiency, the weights of pitch control usefulness and control surface turn rate, a _l, a _m, a _rlsum is 1.

2. a kind of definite many control surfaces according to claim 1 are taken off the method that each control surface of landing period is used priority, it is characterized in that: a _l=0.4, a _m=0.4, a _rl=0.2.

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