CN103552684A - Interplane air grid system based large angle-of-attack flying airflow separation control apparatus - Google Patents

Abstract

The invention discloses an airflow separation control device for flight with a high angle of attack based on an air grid system between wings. The control device includes an angle of attack sensor, a pressure sensor, a flight control system and an air grid system. The air grid system includes a skin assembly arranged on the upper and lower surfaces and an internal air grid assembly. When the flight control system is based on the angle of attack sensor and the air grid assembly The sensing information of the pressure sensor determines that the aircraft is flying at a high angle of attack, and after the airflow is separated, the skin components of the air grid system are activated, and at the same time, the air grid components of the air grid system can be activated to deflect the air grid partitions to provide lateral control. The invention can improve the characteristics of the air flow around the aircraft according to the specified rules under the condition of high angle of attack flight, and is applicable to various angles of attack states; it can provide a new The direct lateral control force can be used to change the flight attitude and state when flying at a high angle of attack, improving the maneuverability and agility of the aircraft.

Description

Airflow separation control device for high angle of attack flight based on air grille system between wings

technical field

The invention belongs to the technical field of aircraft design, and relates to a high-angle-of-attack flight airflow separation control device. A deflectable air grid partition is arranged inside the wing to affect the surface of the wing and the flow of the internal airflow, so as to delay stall and provide lateral power purpose.

Background technique

High angle of attack flight maneuverability is one of the basic requirements for the design of a new generation of aircraft. The primary problem facing maneuvering at high angles of attack is the sudden drop in lift-to-drag ratio caused by airflow separation, that is, the "stall" problem. How to delay or control airflow separation has always been a research hotspot in the field of aerodynamics. The methods and technologies adopted at present mainly include "leading edge flap", "front canard", "wing side strip", setting "pelvic fin", "asymmetrical vortex single hole micro blowing", "airfoil blowing ", "Boundary layer rotation control by rotating wires" and other methods. Some of the above methods have been realized in engineering, and some are still in the stage of theoretical research. Practice and theory have proved that the above methods can improve the high angle of attack flight capability of the aircraft to a certain extent. However, there are still some shortcomings and deficiencies in the above method, specifically in:

(1) When flying at a high angle of attack, none of the above methods can prevent the vertical tail from entering the airflow separation zone of the fuselage, resulting in a reduction in the control efficiency of the vertical tail, which in turn affects the ability of the aircraft to change its attitude;

(2) When the angle of attack exceeds a certain range, the existing methods are unsatisfactory in controlling the airflow separation.

Therefore, it is necessary to provide a new airflow control method for high angle of attack flight to solve the above problems.

Contents of the invention

The present invention aims at the problem that airflow diversion of traditional wings affects aerodynamic characteristics when flying at high angles of attack, and proposes a high-angle-of-attack flight airflow control device based on the inter-wing air grid system, which improves the air flow characteristics of aircraft flying at high angles of attack. And provide direct control lateral force for the high angle of attack maneuver of the aircraft.

The high angle of attack flight airflow control device based on the interwing air grid system provided by the present invention includes an angle of attack sensor, a pressure sensor, a flight control system and an air grid system, and the angle of attack sensor is arranged at the head or wing of the aircraft; The pressure sensor is arranged on the upper and lower surfaces of the wing, and the air grid system includes a skin assembly arranged on the upper and lower surfaces and an internal air grid assembly, and the angle of attack sensor, the pressure sensor, the air grid assembly and the skin The components are respectively connected to the flight control system. When the flight control system judges that the aircraft is flying at a high angle of attack according to the sensing information of the angle of attack sensor and the pressure sensor, and the airflow is separated, the skin components of the air grille system are activated to realize the separation of the airflow. At the same time, the air grid assembly of the air grid system is activated to deflect the air grid diaphragm and provide lateral control force.

The advantages of the present invention are:

(1) The present invention can improve the air flow characteristics according to the specified rules under the condition of high angle of attack flight of the aircraft, and is applicable to various angle of attack states;

(2) The present invention can provide a new direct lateral control force in the case of high angle of attack flight, rudder and vertical tail efficiency reduction or even failure, which can be used for high angle of attack flight to change the flight attitude and state, and improve the maneuverability of the aircraft and agility.

Description of drawings

Figure 1a and Figure 1b are schematic diagrams of an aircraft provided with an air grid system;

Fig. 2a is a functional block diagram of the control method based on the air grid system provided by the present invention;

Fig. 2b is a functional block diagram of the working implementation mode of the air grid system in the control method provided by the present invention;

3 is a schematic diagram of the overall structure of the air grid system in the control device provided by the present invention;

Fig. 4 is a schematic diagram of the structure of the air grid channel;

Figure 5a is a schematic diagram of the connection structure of the gas grid partition in the gas grid system; Figure 5b is an enlarged schematic diagram of the partial view A in Figure 5a;

Figure 6 is a schematic diagram of the structure of the skin components in the air grid system;

Fig. 7a is a schematic structural diagram of a skin driving device; Fig. 7b is an enlarged schematic diagram of a partial view B in Fig. 7a;

Figure 8a is the original pressure distribution diagram of the two-dimensional airfoil at high angle of attack;

Figure 8b is the calculation model of the preliminary scheme of the air grid system;

Figure 8c is a cloud map of the flight pressure distribution at high angle of attack for the preliminary scheme of the two-dimensional airfoil air grid system;

Fig. 8d is a cloud map of the pressure distribution of the high angle of attack flight after the modification of the two-dimensional airfoil air grid system;

Fig. 9a is the velocity vector diagram of the original air flow field of two-dimensional airfoil high angle of attack flight;

Figure 9b is the modified calculation model of the air grid system;

Figure 9c is the high angle of attack flight speed vector diagram of the preliminary scheme of the two-dimensional airfoil air grid system;

Fig. 9d is the high angle of attack flight speed vector diagram after modification of the two-dimensional airfoil air grid system;

Figure 10a and Figure 10b are enlarged views of the flow fields of the front and rear air grid channels after the modification of the two-dimensional airfoil air grid system;

Figure 11 is a schematic diagram of the structure of the lateral force generated by the air grid system;

Figure 12 is a cross-sectional view of the air grid deflection;

Fig. 13 is a schematic diagram of lateral direct control force generated by air grid deflection;

Figure 14 is a schematic diagram of the roll moment generated by the air grid system alone.

In the picture:

Detailed ways

The present invention will be described in detail below in conjunction with the accompanying drawings and embodiments.

The present invention provides a high angle of attack flight airflow separation control method and control device based on the interwing air grid system. The device includes an angle-of-attack sensor 5, a pressure sensor 4, a flight control system 6 and an air grid system 3. The angle-of-attack sensor 5 is a windvane or other form of angle-of-attack sensor, and is usually arranged at the head or wing of the aircraft 1 . The pressure sensor 4 is arranged on the upper and lower surfaces of the wing 2, and is generally preferably arranged between two adjacent air grid systems 3, so that the work of the air grid system 3 can be better adjusted according to the flight state of the aircraft 1. The air grid system 3 includes a skin assembly 33 arranged on the upper and lower surfaces and an air grid assembly 32 inside, the angle of attack sensor 5, the pressure sensor 4, the air grid assembly 32 and the skin assembly 33 are respectively connected to the flight control System 6, when the flight control system 6 judges that the aircraft 1 is flying at a high angle of attack according to the sensing information of the angle of attack sensor 5 and the pressure sensor 4, and after the airflow is separated, the skin assembly 33 of the air grid system 3 is activated to realize the separation of the airflow At the same time, the air grid assembly 32 of the air grid system 3 can be activated to deflect the air grid partition 321 to provide lateral control force.

The number and layout of the air grid systems 3 on the wings can be adjusted as required, and each air grid system 3 is independently controlled by the flight control system 6 .

Fig. 3 has shown the structural composition of air grid system 3, and described air grid system 3 comprises the air grid assembly 32 that is arranged on the inside of wing 2 and the skin assembly 33 on the upper and lower surfaces of wing 2, and described air grid assembly 32 is arranged on In the air grid channel 31 inside the wing 2 , the air grid diaphragm 321 is driven to deflect by the air grid driving device 35 , and the skin deflection of the skin assembly 33 is controlled by the skin driving device 34 .

FIG. 4 shows a schematic structural diagram of the air grid channel 31 . The air grid channel 31 is the main channel through which the airflow flows. According to the overall design requirements of the aircraft 1, multiple air grid channels 31 can be arranged at symmetrical positions inside the left and right wings 2 . The air grid channel 31 is mainly composed of the air grid channel front wall 312, the air grid channel rear wall 313 and the rib partitions. When the air grid channel 31 is large, the ribs can be removed and replaced by the left wall and the right wall. The rear wall surface 313 of the air grid passage is transitionally connected with the upper surface of the wing to form a transition area 314 . The included angles between the front wall surface 312 of the air grid channel and the rear wall surface 313 of the air grid channel and the wing chord line are less than 90 degrees, generally 45°-75°. According to different aircraft 1 design requirements, the size and position of the air grid channel 31 are pre-estimated by CFD method in the overall design stage of the aircraft 1, and determined through experiments in the subsequent design.

Figures 5a and 5b show the structural composition of the air grid assembly 32 in the air grid system 3. The air grid assembly 32 is mainly composed of an air grid partition 321, an air grid partition shaft 322, a front fixing rod 323 of the air grid shaft, an air grid The rear fixed rod 325 of the rotating shaft and the horizontal connecting rod 324 of the air grid rotating shaft are formed. The front fixing rod 323 of the air grid rotating shaft and the rear fixing rod 325 of the air grid rotating shaft are both fixedly connected to the inside of the wing, and both ends are fixed on the wing ribs, the direction is perpendicular to the wing ribs, and the whole is located outside the air grid passage 31 . The air grid partition rotating shaft 322 passes through the front fixing rod 323 of the air grid rotating shaft, the front wall surface 312 of the air grid channel, the rear wall surface 313 of the air grid channel and the rear fixing rod 325 of the air grid rotating shaft, and the front fixing rod 323 of the air grid rotating shaft and the rear fixing rod of the air grid rotating shaft The rod 325 will limit the freedom of movement of the rotating shaft 322 of the air grid diaphragm, so that it can only rotate axially. A gas grid partition 321 is fixed on each of the gas grid partition shafts 322, the length of the gas grid partition 321 along the gas grid partition shaft 322 is equal to the length of the gas grid passage 31, and the width of the gas grid partition 321 is equal to the length of the air grid partition 321. The thickness of the wing at the position, the channel between two adjacent air grid partitions 321 is also called the airflow channel 311 . The rotating shafts 322 of each air grid partition are hinged with the horizontal connecting rod 324 of the air grid rotating shaft. The horizontal connecting rod 324 of the rotating shaft is driven to deflect at the same time, and the generated aerodynamic force is transmitted to the wing 2 and the aircraft 1 through the front fixing rod 323 of the air grid rotating shaft and the rear fixing rod 325 of the air grid rotating shaft. The air grid driving device 35 includes a driving motor, which is fixed on the rotating shaft 322 of the air grid diaphragm and used to drive the rotating shaft 322 of the air grid diaphragm to rotate.

FIG. 6 shows the structural composition of the skin assembly 33 in the air grid system 3 . The skin assembly 33 is mainly composed of a skin unit 331 , a skin longitudinal link 332 , a skin transverse link 333 , a skin rotating shaft 334 and a skin unit strut 336 . Wherein the skin unit 331 includes a plurality of skin sub-units, the skin sub-unit is fixedly connected with a skin unit strut 336, and the end is provided with a skin shaft hole 335, and the skin shaft passes through the skin shaft on the skin sub-unit The shaft hole is fixedly connected to the wing rib. Each skin subunit is connected to a skin longitudinal link 332 through a skin unit strut 336, and a plurality of skin longitudinal links 332 are connected to a skin transverse link 333, and the skin longitudinal link 332 is connected to the skin transverse The connecting rods 333 are connected in rotation. The skin longitudinal connecting rod 332 , the skin unit strut 336 and the skin rotating shaft 334 form a linkage mechanism, so that multiple vertical skin sub-units can be rotated and opened around the skin rotating shaft 334 at the same time. The skin transverse link 333 is connected with the skin driving device 34 , and then the skin assembly 33 is opened as a whole. The opening angles of the skin units 331 on the upper and lower surfaces of the wing 2 can be set according to design requirements respectively. The skin assembly 33 is generally arranged at a position corresponding to the air grid partition 321 . During normal flight, the skin assembly 33 is closed, and the air flow field around the wing 2 is the same as that of the conventional aircraft 1 . When flying at a high angle of attack, the skin components 33 on the upper and lower surfaces of the wing 2 are opened at a certain angle according to the flight attitude and the requirements of the flight control system 6, so that the airflow flows through the air grid partition 321, and the upper surface of the wing 2 is separated by vortex blowing. away from the surface of the wing 2, thereby affecting the flow around the wing 2 and delaying the stall.

7a and 7b show a partially enlarged schematic view of the skin driving device 34 in the air grid system 3 . The skin driving device 34 is the power source for the opening of the skin, and the skin driving device 34 is fixedly connected to the inside of the wing 2, and the skin driving device 34 is axially connected with the skin transverse link shape 333 to ensure that the skin After the driving device 34 drives the skin transverse connecting rod 333, the inner skin sub-units of the air grid system 3 are opened at a specified angle at the same time. The skin driving device 34 is controlled by the flight control system 6, and it is through the skin driving device 34 that the skin opening angle is controlled to make the air flow around the aircraft 1 controllable under different working conditions. The skin driving device 34 includes a driving motor, the output shaft of the driving motor is fixedly connected to the skin transverse connecting rod 333, the rotation of the skin transverse connecting rod 333 drives the axial movement of the skin longitudinal connecting rod 332, and then drives the skin unit Each skin subunit in 331 rotates around skin rotation axis 334 .

The air grid driving device 35 is the power source for the deflection of the air grid diaphragm 321. It is controlled by the flight control system 6 and can make the air grid diaphragm 321 deflect at different angles according to the requirements of the flight control system 6, thereby generating direct control forces of different sizes.

The angle of attack sensor 5 and the pressure sensor 4 are important components of the air grid system 3. They sense the angle of attack and pressure information of the aircraft 1, and are the basis for the flight control system 6 to determine the flight state of the aircraft 1 and then control the work of the air grid system 3. .

As shown in Figure 11, using the above-mentioned control device,

When the aircraft 1 enters the flight state at a high angle of attack and the airflow is separated, the skin unit 331 is opened. At this time, in order to strengthen the flight attitude control capability, the air grid partition 321 can be deflected according to the requirements of the flight control system 6, and the air grid partition 321 After the deflection angle δ, the airflow acts on the air grille partition 321 to generate an aerodynamic force perpendicular to the partition 321, thereby forming a direct lateral control force for changing the flight attitude. The magnitude and direction of the lateral control force are related to the area of the air grille partition 321, the deflection angle, and the opening angle of the skin unit 331. At the same time, the magnitude of the direct lateral control force is also affected by various factors such as flight conditions, airfoil shape, and the size of the airflow channel. Influence.

The present invention also provides a high angle of attack flight airflow separation control method based on the interwing air grid system, as shown in Figure 2a, the method includes the following steps:

The first step is to determine the flight status.

When the aircraft 1 is flying, the flight control system 6 senses the angle of attack information through the angle of attack sensor 5 and the pressure information on the wing surface through the pressure sensor 4 arranged on the upper and lower surfaces of the wing 2 . When the angle of attack α reaches or exceeds the design value of the angle of attack, and the pressure difference between the upper and lower surfaces of the wing reaches the design value or the pressure pulsation reaches the design value, the flight control system 6 determines that the aircraft 1 has entered the flight state at a high angle of attack, and the airflow has separated, At this time, the air grid system 3 can be activated to improve the air flow characteristics of the aircraft 1 .

The second step is to open the skin;

After the flight control system 6 determines that the aircraft 1 is flying at a high angle of attack and the airflow is separated, it sends an instruction to the skin driving device 34 to open the skin assembly 33, and the skin driving device 34 drives the skin horizontal link 333 to translate, and at the same time drives the skin longitudinal The skin unit 331 on the connecting rod 332 rotates a corresponding angle around the skin rotation axis 334 .

The opening angle of the skin unit 331 is determined at the design stage of the air grid system 3, the purpose is to allow part of the air flow to flow directly to the upper surface of the wing 2 through the air grid channel 31 after the skin unit 331 is opened, so as to ensure the air flow on the upper surface of the wing 2. The separation vortex breaks away from the upper surface of the wing 2 under the blowing of the air flow passing through the air grid partition 321 , thereby improving the characteristics of the flying air of the aircraft 1 at a high angle of attack and delaying the stall.

The third step is deflection of the air grid diaphragm;

When flying at a high angle of attack, the vertical tail and rudder are usually located in the airflow separation area of the fuselage, resulting in a significant reduction in the heading stability and maneuverability of the aircraft 1. At this time, according to the requirements of the flight control system 6, when the skin assembly 33 is opened , in order to strengthen the flight attitude control capability, the inter-wing air grid diaphragm 321 is controlled to rotate around the wing chord axis, and the air flow flows through the deflected air grid diaphragm 321, which will generate a lateral control force F on the air grill diaphragm 321, and then Improve the maneuverability and agility of the aircraft 1 flying at a high angle of attack, and adjust the flight attitude of the aircraft 1. The magnitude and direction of the lateral control force F are related to the area of the air grid partition 321 , the deflection angle, and the opening angle of the skin assembly 33 .

The deflection control process of the air grid diaphragm 321 is as follows: the air grid driving device 35 drives the air grid diaphragm shaft 322 to rotate after the air grid deflection command of the flight control system 6 is reached. , the air grid partitions 321 in the same air grid channel 31 deflect corresponding angles at the same time, and the aerodynamic force generated by the air flow on the air grid partitions 321 is transmitted to the wing through the front fixing rod 323 of the air grid rotating shaft and the rear fixing rod 325 of the air grid rotating shaft 2 and aircraft 1.

Adopt the high angle of attack airflow separation control method and control device based on the interwing air grid system provided by the present invention, adopt the following design method when carrying out aircraft design:

Step 1: Overall Modeling of Aircraft

Preliminary three-dimensional modeling of the aircraft is carried out according to the overall design requirements of the aircraft, and the air flow field of the aircraft flying at a high angle of attack is analyzed through wind tunnel tests or CFD technology. According to the characteristics of the original flow field, the position and physical size of the air grid system to be arranged are preliminarily determined.

Step 2: Preliminary design of air grid system

a. Structural design. According to the position and physical size of the air grid system preliminarily determined in step 1, the preliminary design of the air grid system needs to determine the layout position and quantity of the air grid system, the physical size of the air grid channels, and the structural form of the skin components.

b. Control strategy design. Preliminarily determine the design parameters such as the range of skin pressure fluctuations, the relationship between upper and lower skin pressure differences and opening conditions, different angles of attack, skin opening angles at Reynolds numbers, the deflection angle of air grid diaphragms and the relationship between lateral force coefficients and other design parameters.

Step 3: Air grid system test

According to the design described in step 2, carry out joint modeling of the air grille system and the aircraft, and verify the airflow control effect of the air grille system on high-angle-of-attack flights through wind tunnel tests or CFD simulations.

Step 4: Air grid system correction design

According to the test results of Step 3, the air grid system correction design is carried out until the design requirements are met.

Step 5: Air grid system work

After the design of the air grid system is completed, further verify the effect of the air grid system under different working conditions:

1. Flight status judgment

Referring to Figure 2b, during the wind tunnel test or CFD simulation process of the aircraft 1, the aircraft 1 is placed under different flow field conditions, and the angle of attack of the aircraft 1 is continuously adjusted and increased. When the angle of attack α reaches or exceeds the design value, the flight control The system senses the information from angle of attack sensor 5 and pressure sensor 4. At this time, the angle of attack reaches the stall angle of attack, the pressure difference between the upper and lower surfaces of the wing reaches the design value, or the amplitude of the pressure fluctuation exceeds the design value, and the flight control system determines that the aircraft has entered a high angle of attack. flight status, and the airflow has been separated.

2. Skin opening and air flow improvement

After the flight control system determines that the aircraft is flying at a high angle of attack and the airflow is separated, the skin opening drive device 34 will open the skin to a certain angle according to the design according to the control strategy. After the skin is opened, part of the airflow directly flows to the wing through the air grille channel On the upper surface, the separated vortex on the upper surface of the wing is blown away by the airflow of the air grid, and is separated from the upper surface of the wing, thereby improving the air flow characteristics of the aircraft at high angle of attack and delaying the stall.

3. Air grid deflection and lateral force control

When the skin assembly is opened, at this time, in order to enhance the flight attitude control capability, the air grille diaphragm can be deflected according to the requirements of the flight control system, so as to generate direct lateral control force. After the skin opens and the grille diaphragm deflects, airflow flows over the deflected grille diaphragm, creating lateral control forces. The magnitude and direction of the lateral control force are related to the area of the air grid partition, the deflection angle, and the opening angle of the skin assembly.

In order to facilitate flexible control, the air grid components in each air grid system and the skin components on the upper and lower surfaces of the wings are independently controlled by the flight control system.

Example

In aircraft design, the aerodynamic characteristics of the whole machine are usually equivalent to the two-dimensional airfoil, so the effect of the air grid system on the wing can also be simulated by the equivalent flow field of the two-dimensional airfoil. In order to facilitate the description of the realization process and beneficial effects of the present invention, the improvement of the air flow around the NACA0012 airfoil with a chord length of 1 meter at an angle of attack of 30 degrees and a Mach number of 0.2 is taken as an example below.

The embodiments of the present invention are mainly calculated based on Fluent software, and the calculation results will be affected by various factors such as a solver and a turbulence model.

(1) Flow field analysis of the original airfoil

Referring to Figures 8a and 9a, the flow field analysis of the original airfoil shows that when the angle of attack is 30 degrees, the airflow has been completely separated and enters a stall. Figure 9a shows the original flow field velocity vector diagram.

(2) Preliminary design of the air grid system

Referring to Fig. 8b, the preliminary design calculation model of the air grid system is shown. The preliminary design of the air grid system is as follows:

Position of the air grid channel: two front and rear air grid systems are arranged on each wing of the aircraft. %, the front wall of the rear air grid system is located at 85% of the chord length, and the rear wall is located at 92% of the chord length.

●Air grid channel wall angle: the angle between the front and rear walls of the air grid channel and the aerodynamic chord direction of the front and rear two air grid systems is 65 degrees, and the rear wall of the air grid channel and the upper surface of the airfoil are smoothly transitioned.

Skin components: the number of skin subunits on the air grille channel of the front air grille system is 2 pieces, the shape is NACA0012, the length is 0.08 times the chord length, and the opening angle is 2 degrees; the number of skin subunits on the air grille channel of the front air grille system 3 pieces, shape NACA0012, length 0.04 times the chord length, opening angle 30 degrees. The number of upper skin subunits of the rear air grid system is 3 pieces, the length is 0.04 times the chord length, and the opening angle is 5 degrees; the number of lower skin subunits is 2 pieces, the length is 0.04 times the chord length, and the opening angle is 30 degrees.

(3) Air grid system test

According to CFD calculation, after adopting the air grid system, the pressure distribution and flow field velocity vector are shown in Fig. In the non-active area of the grid system, there are still detachment vortices generated, and continue to develop from the front to the rear. It can be seen that the preliminary design of the air grid system is not effective in inhibiting the separation of airflow.

(4) Modified air grid system design

It is found by CFD calculation that after the air grille system is turned on, the airflow separation start area is mainly located at the front of the airfoil, that is, in the non-active area of the air grille system. Therefore, in the revised design, the air grille system is considered to be moved forward.

After the test, the air grid system is set up at the front and rear of the wing respectively. The calculation model is shown in Figure 9b. The modified air grid design is as follows:

Air grille channel of the front air grille system:

●Grille channel position: the front wall of the air grid channel is located at 15% of the chord length, and the rear wall is located at 39% of the chord length.

●Air grid channel wall angle: the angle between the front and rear walls and the aerodynamic chord is 65 degrees, and the rear wall and the upper surface of the airfoil transition smoothly.

●Upper skin component: quantity 3 pieces, shape NACA0012, length 0.08 times the chord length, opening angle 5 degrees.

●Lower skin component: quantity 5 pieces, shape NACA0102, length 0.04 times the chord length, opening angle 30 degrees.

Grille channel for rear grille system:

●Grille channel position: The front wall of the air grid channel is located at 80% of the chord length, and the rear wall is located at 90% of the chord length.

●Air grid channel wall angle: the angle between the front and rear walls and the aerodynamic chord is 65 degrees, and the rear wall and the upper surface of the airfoil transition smoothly.

●Upper skin component: quantity 3 pieces, shape NACA0012, length 0.04 times the chord length, opening angle 10 degrees.

●Lower skin assembly: quantity 2 pieces, shape NACA0102, length 0.04 times the chord length, opening angle 30 degrees.

(5) Working effect of air grid system

Figures 8d and 9d show the pressure distribution and velocity vector distribution after modifying the design of the air grid system, respectively. Comparing Figures 8c and 8d and 9c and 9d, it can be seen that after the modified design, when the angle of attack is 30 degrees, the air flow has been improved, and the separation vortex on the upper surface of the wing is separated from the wing.

Figure 10a and Figure 10b show the enlarged view of the local flow field after the design is revised and the air grid system is adopted. It can be seen from the figure that the airflow can flow through the entire airfoil relatively smoothly after the skin is opened. After the skin assembly 33 is opened, a high pressure is formed in the air grid channel, which promotes the airflow to flow out at a high speed from the skin outlet on the upper surface of the wing, and then the original separation vortex is blown away from the surface of the wing, thereby achieving the effect of improving airflow separation. Figure 11 shows a schematic diagram of the principle of lateral force generated by the deflection of the air grid diaphragm. It can be seen from the figure that after the deflection angle δ of the air grid, each air grid diaphragm is equivalent to being in the flow field with a negative angle of attack δ, so the aerodynamic force perpendicular to the airflow direction will be generated, that is, the direct control side Xiangli 9. Figure 12 shows a cross-sectional view of the grid deflection. Figure 13 shows the schematic diagram of the lateral direct control force generated in the whole machine after the deflection of the air grid diaphragm in the air grid system. As shown in the figure, the air grid systems 3L1, 3L2, 3R1, and 3R2 are distributed on the left and right sides of the aircraft wing. When flying at a high angle of attack, when the opening conditions of the air grid system are met, the skin assembly 33 is opened. At this time, to change The flight attitude can deflect the air grid partition 321, and the air flow acting on the deflected air grid partition will generate a lateral force 9, and then produce a direct control force that makes the aircraft translate to the right side of the fuselage.

Figure 14 shows a schematic diagram of the air grid system being controlled separately to generate rolling moment. Changing the flight attitude at high angle of attack is one of the goals pursued by modern aircraft design. The invention can generate various control forces and moments according to the requirements of the flight control system. As shown in Figure 13, when the flight control system only opens the right air grid system 3R1, 3R2 skin assembly and deflects its internal air grid partitions, only the lateral force is generated on the right side of the wing, which will generate roll. Torque.

Claims (8)

1. the high-angle-of-attack flight burbling control setup based on interplane gas grating system, it is characterized in that: described control setup comprises angle of attack sensor, pressure sensor, the gentle grating system of flight control system, described angle of attack sensor is arranged in head or the wing place of aircraft, described pressure sensor is arranged in the upper and lower surface of wing, described gas grating system comprises covering assembly and the inner gas grid assembly thereof that is arranged on upper and lower surface, described angle of attack sensor, pressure sensor, gas grid assembly is connected flight control system respectively with covering assembly, when flight control system enters high-angle-of-attack flight according to the sensory information judgement aircraft of angle of attack sensor and pressure sensor, and after burbling, start the covering assembly of gas grating system, the control of realization to burbling, the gas grid assembly that can start gas grating system simultaneously makes the deflection of gas grid separator plate, side direction control effort is provided.

2. the high-angle-of-attack flight burbling control setup based on interplane gas grating system according to claim 1, it is characterized in that: described gas grid assembly is arranged in the gas grid passage of wing inside, by gas grid actuating device, drive the deflection of gas grid separator plate, described covering assembly is controlled covering deflection by covering actuating device.

3. the high-angle-of-attack flight burbling control setup based on interplane gas grating system according to claim 1 and 2, it is characterized in that: described gas grid passage is in the inner symmetric position setting of left and right wing, gas grid passage is comprised of gas grid passage front face, gas grid passage rear surface and rib dividing plate, described gas grid passage rear surface is connected with upper surface of the airfoil transition, form transitional region, the angle of the gentle grid passage of described gas grid passage front face rear surface respectively and between the wing string of a musical instrument is less than 90 degree.

4. the high-angle-of-attack flight burbling control setup based on interplane gas grating system according to claim 1 and 2, is characterized in that: described gas grid assembly by gas grid separator plate, the rotating shaft of gas grid separator plate, the rotating shaft of gas grid before after fixed link, the rotating shaft of gas grid fixed link, gas grid rotating shaft transverse link form; Before the rotating shaft of gas grid, after the gentle grid rotating shaft of fixed link, fixed link is all fixed on wing inside, and two ends are fixed on rib, and direction is perpendicular to rib; The rotating shaft of gas grid separator plate is successively through fixed link after fixed link, gas grid passage front face, the gentle grid rotating shaft of gas grid passage rear surface before the rotating shaft of gas grid, before the rotating shaft of gas grid, after the gentle grid rotating shaft of fixed link, fixed link will limit gas grid separator plate rotating shaft one-movement-freedom-degree, make it can only carry out axial rotation; In described each gas grid separator plate rotating shaft, fix a gas grid separator plate, each gas grid separator plate rotating shaft and gas grid rotating shaft transverse link are hinged, when gas grid actuating device drives a gas grid separator plate rotating shaft to rotate, all gas grid separator plates deflection simultaneously under gas grid rotating shaft transverse link drives in this gas grid passage, the aerodynamic force of generation by the rotating shaft of gas grid before after fixed link, the rotating shaft of gas grid fixed link be passed to wing and aircraft.

5. the high-angle-of-attack flight burbling control setup based on interplane gas grating system according to claim 4, it is characterized in that: described gas grid separator plate equals gas grid passage length along the length of gas grid separator plate rotor shaft direction, gas grid separator plate width equals the wing thickness of position, and the passage between adjacent two gas grid separator plates is also referred to as gas channel.

6. the high-angle-of-attack flight burbling control setup based on interplane gas grating system according to claim 2, it is characterized in that: described gas grid actuating device comprises a drive motor, described drive motor is fixed in the rotating shaft of gas grid separator plate, for driving the rotating shaft of gas grid separator plate to rotate.

7. the high-angle-of-attack flight burbling control setup based on interplane gas grating system according to claim 1, is characterized in that: described covering assembly is comprised of covering unit, covering longitudinal rod, covering transverse link, covering unit strut and covering rotating shaft; Wherein covering unit comprises a plurality of covering subelements, each covering subelement connects a covering longitudinal rod by covering unit strut respectively, a plurality of covering longitudinal rods connect a covering transverse link, wherein between covering subelement and covering rotating shaft for being rotationally connected, covering rotating shaft is connected on rib through the covering rotating shaft axis hole on covering subelement, between covering longitudinal rod and covering transverse link for being rotationally connected; Covering transverse link is connected with covering actuating device, and then makes the whole unlatching of covering assembly.

8. the high-angle-of-attack flight burbling control setup based on interplane gas grating system according to claim 7, it is characterized in that: described covering actuating device comprises a drive motor, drive motor output shaft and covering transverse link are hinged, the mobile movement that drives covering longitudinal rod of covering transverse link, and then each the covering subelement in drive covering unit is around the rotation of covering rotating shaft.

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