CN105138828A - Double-hinge control surface hinge moment derivative estimation method - Google Patents

Abstract

A method for estimating the hinge moment derivative of a double-hinge rudder surface, involving an aircraft aerodynamic characteristic estimation technology, for estimating the hinge moment of a double-hinge rudder surface, using a single-hinge estimation method to separately calculate the hinge moments of the front rudder and the rear rudder along with the sideslip angle/angle of attack The derivative of the hinge moment and the derivative of the rudder deflection angle; the new hinge axis position is calculated by assuming the compensation ratio parameter according to the characteristic section parameters of the rear rudder surface; the new hinge axis position is moved backward to obtain the new compensation ratio parameter; The head correction difference of the rudder surface; calculate the deflection angle derivative of the front rudder surface and the deflection angle derivative of the rear rudder surface. The method for estimating the hinge moment derivative of the double-hinge rudder surface provided by the present invention can estimate the derivative of the hinge moment of the double-hinge rudder surface. .

Description

A Method for Estimating Hinge Moment Derivatives of Double Hinged Rudder Surfaces

technical field

The invention relates to an aircraft aerodynamic characteristic estimation technology, in particular to a method for estimating a hinge moment derivative of a double-hinge rudder surface.

Background technique

The existing methods for estimating hinge moments of aircraft rudder surfaces include ESDU, DATACOM, AirplaneDesign, Aircraft Design Manual, Aeronautical Aerodynamic Engineering Calculation Manual, etc. However, the existing methods for estimating hinge moments of aircraft rudder surfaces The system can only estimate the hinge moment of single-hinge rudder surfaces. Existing aircraft control surfaces, especially rudders, use double-hinge rudder surfaces on a large scale, and the original aircraft rudder surface hinge moment estimation method system cannot meet the needs of existing aircraft designs.

Therefore, based on the deficiencies in the above-mentioned existing method system for estimating the hinge moment of the aircraft rudder surface, the technical problem that needs to be solved urgently is how to design a method for estimating the hinge moment of the aircraft rudder surface. The method realizes the estimation of the hinge moment of the double-hinge rudder surface of the existing aircraft control surface, and adapts to and satisfies the design and use of the aircraft.

Contents of the invention

The purpose of the present invention is to solve the above-mentioned deficiencies in the prior art, and provide a simple and reasonable method for estimating the hinge moment derivative of the double-hinge rudder surface that can estimate the double-hinge moment of the existing aircraft control surface.

The purpose of the present invention is achieved through the following technical solutions: a method for estimating the hinge moment derivative of a double-hinge rudder surface, which is used to estimate the hinge moment of a double-hinge rudder surface, comprising the following steps:

S1: Use the single hinge estimation method to separately calculate the derivative of the hinge moment of the front rudder and the rear rudder with the side slip angle/angle of attack and the derivative of the hinge moment with the rudder deflection angle;

S2: Use the ESDUControls04.01.03 algorithm to calculate the new hinge axis position by assuming that the compensation ratio parameter is 0.2 according to the characteristic profile parameters of the rear rudder surface;

S3: Move the new hinge axis position back by 5% to get the new compensation ratio parameter

Among them, C _b is the front chord length of the shaft, C _f is the rear chord length of the shaft, t _h is the thickness at the hinge shaft, and a hinge shaft moves backward;

S4: The new compensation ratio parameter and the assumed compensation ratio parameter refer to FIGURE2 to calculate the head compensation diagram to obtain the head correction difference △1 of the rear rudder surface;

S5: The derivative of the normal force of the rear rudder surface with the rudder deflection angle is the product of the derivative of the hinge moment of the rear rudder surface with the rudder deflection angle and the head correction difference and the reciprocal of the ratio of the rearward movement of the hinge axis to the total chord length, namely CNδ ' ₂ =Ch δ' ₂ ×Δ1/0.05.

S6: According to the following formula, the derivative of the deflection angle of the front rudder surface with the rudder, Chδ ₁ , and the derivative of the deflection angle of the rear rudder surface with the rudder, Chδ ₂

${\mathrm{<span\; class="notranslate">\; Ch\&delta;</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; =</span>{{\mathrm{<span\; class="notranslate">\; Ch\&delta;</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; +</span>\frac{{{\mathrm{<span\; class="notranslate">\; Ch\&delta;</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; -</span>\frac{{\mathrm{<span\; class="notranslate">\; CN\&delta;</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&times;</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; )</span>}{\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}$

Chδ ₂ ＝Chδ′ ₂ ×(δ1+δ2)/δ2

In the above solution, preferably, when calculating the deflection of the rear rudder surface separately in S1, it is necessary to calculate the derivative of its normal force with the rudder deflection angle, that is, CNδ′ ₂ .

In any of the above schemes, it is preferable to calculate a new position of the hinge axis by setting the compensation ratio parameter △=0.2 according to the thickness 1/2th of the existing hinge axis and the total chord length of the control surface, wherein the total chord length of the control surface is the sum of the front chord length and the rear chord length of the shaft.

In any of the above-mentioned schemes, it is preferable to use the single hinge estimation method in S1 to separately calculate the derivative of the hinge moment of the front rudder surface with the side slip angle/angle of attack and the derivative of the hinge moment with the rudder deflection angle. deflection.

The beneficial effect of the method for estimating the hinge moment derivative of a double-hinge rudder surface provided by the present invention is that the estimation method can be used to estimate the derivative of the hinge moment of a double-hinge rudder surface, the inference process is reasonable, the principle is clear, and it is suitable for double-hinge rudder surfaces Hinge moment derivative estimation, the calculation result is reasonable, fast and accurate.

Description of drawings

Fig. 1 is according to a kind of double hinge rudder surface hinge moment derivative estimation method of the present invention the FIGURE2 calculation head of a preferred embodiment consults figure;

Fig. 2 is according to the Figure 2 of the embodiment shown in Fig. 1 of a kind of double-hinge rudder surface hinge moment derivative estimation method of the present invention to calculate the head correction figure;

Fig. 3 is a schematic cross-sectional view of the rear rudder surface in Fig. 1 of the embodiment shown in Fig. 1 of a method for estimating the hinge moment derivative of a double-hinge rudder surface according to the present invention.

Detailed ways

In order to better understand a method for estimating the hinge moment derivative of a double-hinge rudder surface according to the solution of the present invention, a preferred embodiment of a method for estimating the hinge moment derivative of a double-hinge rudder surface of the present invention will be further described below in conjunction with the accompanying drawings.

As shown in Figures 1-3, a method for estimating the hinge moment derivative of a double-hinge rudder surface provided by the present invention is used to estimate the hinge moment of a double-hinge rudder surface, including the following steps:

S1: Use the single hinge estimation method to separately calculate the derivative of the hinge moment of the front rudder and the rear rudder with the side slip angle/angle of attack and the derivative of the hinge moment with the rudder deflection angle;

S2: Use the ESDUControls04.01.03 algorithm to calculate the new hinge axis position by assuming that the compensation ratio parameter is 0.2 according to the characteristic profile parameters of the rear rudder surface;

S3: Move the new hinge axis position back by 5% to get the new compensation ratio parameter

Among them, C _b is the front chord length of the shaft, C _f is the rear chord length of the shaft, t _h is the thickness at the hinge shaft, and a hinge shaft moves backward;

S4: The new compensation ratio parameter and the assumed compensation ratio parameter refer to FIGURE2 to calculate the head compensation diagram to obtain the head correction difference △1 of the rear rudder surface;

S5: The derivative of the normal force of the rear rudder surface with the rudder deflection angle is the product of the derivative of the hinge moment of the rear rudder surface with the rudder deflection angle and the head correction difference and the reciprocal of the ratio of the rearward movement of the hinge axis to the total chord length, namely CNδ ' ₂ =Ch δ' ₂ ×Δ1/0.05.

S6: According to the following formula, the derivative of the deflection angle with the rudder of the front rudder surface Chδ ₁ and the derivative of the deflection angle of the rear rudder surface with the rudder Chδ: ₂

${\mathrm{<span\; class="notranslate">\; Ch\&delta;</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; =</span>{{\mathrm{<span\; class="notranslate">\; Ch\&delta;</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; +</span>\frac{{{\mathrm{<span\; class="notranslate">\; Ch\&delta;</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; -</span>\frac{{\mathrm{<span\; class="notranslate">\; CN\&delta;</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&times;</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; )</span>}{\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}$

Chδ ₂ =Chδ′ ₂ ×(δ1+δ2)/δ2.

Among them, when calculating the deflection of the rear rudder surface separately in S1, it is necessary to calculate the derivative of its normal force with the rudder deflection angle, that is, CNδ′ ₂ . According to the thickness 1/2th of the existing hinge axis and the total chord length of the control surface, set the compensation ratio parameter △=0.2 to calculate a new hinge axis position, where the total chord length of the control surface is the front chord length of the shaft and the rear chord length of the shaft long sum.

In S1, the single hinge estimation method is used to separately calculate the derivative of the hinge moment of the front rudder surface with the side slip angle/angle of attack and the derivative of the hinge moment with the rudder deflection angle, assuming that the rear rudder surface does not deflect relative to the front rudder surface.

Apply the method for estimating the hinge moment derivative of the double-hinge rudder surface provided by the present invention to estimate the rudder surface hinge moment of the double-hinge rudder of a certain type of regional airliner, and the test results are as follows:

The deflection angle of the front and rear rudder surfaces, the back chord length of the axle and the area behind the axle are shown in the following table:

Rudder angle Axle rear chord length (m) Area behind axle (m ² ) front rudder δ1 0.504 1.063 Rear rudder δ2 = δ1 0.2925 0.6175

S1: The front and rear rudder surfaces are single-hinged, and the ESDU single-hinge rudder surface hinge moment estimation method is used to calculate the results as follows:

Derivative of hinge moment with sideslip angle Derivative of hinge moment with rudder deflection angle front rudder -0.00271 -0.00668 Rear rudder -0.00124 -0.00605

S2: From the profile parameters of the rear rudder surface, the hinge axis position when the compensation ratio is 0.2 is obtained as 20%, as shown in Figure 3.

S3: Move the hinge axis back by 5% to obtain a new hinge axis position of 25%, the amount of backward movement a=0.05*592.3=29.615, the chord length of the front rudder surface Cb=116.5, the chord length of the rear rudder surface Cf=465.9, the original hinge axis Thickness at th=139.2, calculate the new compensation ratio parameter:

$\mathrm{<span\; class="notranslate">\; \&Delta;</span>}<span\; class="notranslate">\; =</span>{<span\; class="notranslate">\; \&lsqb;</span>{<span\; class="notranslate">\; (</span>\frac{\mathrm{<span\; class="notranslate">\; 116.5</span>}<span\; class="notranslate">\; +</span>\mathrm{<span\; class="notranslate">\; 29.615</span>}}{\mathrm{<span\; class="notranslate">\; 465.8</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; 29.615</span>}}<span\; class="notranslate">\; )</span>}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; -</span>{<span\; class="notranslate">\; (</span>\frac{\mathrm{<span\; class="notranslate">\; 0.5</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; 139.2</span>}}{\mathrm{<span\; class="notranslate">\; 465.8</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; 29.615</span>}}<span\; class="notranslate">\; )</span>}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; \&rsqb;</span>}^{\mathrm{<span\; class="notranslate">\; 0.5</span>}}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 0.293</span>}$

S4: Check ESDUControls04.01.03 Figure 2 to get the head correction parameter △1=0.164.

S5: Calculate CNδ=-0.00605*0.164/0.05=0.0198.

S6: Calculate the derivative of the hinge moment of the front rudder surface and the rear rudder surface with the rudder deflection angle.

Figure 3 shows a schematic cross-sectional view of the rear rudder surface, where the dotted line is the reference line, and the position of the intersection point of the reference line is the position of the hinge axis of the rudder. The hinge axis divides the rudder into two parts, the front part and the rear part, where C _b is the front chord length of the shaft, C _f is the rear chord length of the shaft, and t _h is the thickness at the hinge shaft.

The above has been described in detail in conjunction with the specific embodiment of a method for estimating the hinge moment derivative of a double-hinge rudder surface of the present invention, but it is not a limitation of the present invention. Any simple modification made to the above embodiments according to the technical essence of the present invention can Belonging to the technical scope of the present invention, it should also be noted that the scope of the technical solution of a method for estimating the hinge moment derivative of a double-hinge rudder surface according to the present invention includes any combination of the above-mentioned parts.

Claims (4)

1. a double-hinge rudder surface hinge moment derivative estimation method, is used to estimate the double-hinge rudder surface hinge moment, is characterized in that, comprises the steps: S1: Use the single hinge estimation method to separately calculate the derivative of the hinge moment of the front rudder and the rear rudder with the side slip angle/angle of attack and the derivative of the hinge moment with the rudder deflection angle; S2: Use the ESDUControls04.01.03 algorithm to calculate the new hinge axis position by assuming that the compensation ratio parameter is 0.2 according to the characteristic profile parameters of the rear rudder surface; S3: Move the new hinge axis position back by 5% to get the new compensation ratio parameter Among them, C _b is the front chord length of the hinge shaft, C _f is the rear chord length of the hinge shaft, t _h is the thickness at the hinge shaft, and a hinge shaft moves backward; S4: The new compensation ratio parameter and the assumed compensation ratio parameter refer to FIGURE2 to calculate the head compensation diagram to obtain the head correction difference △1 of the rear rudder surface; S5: The derivative of the normal force of the rear rudder surface with the rudder deflection angle is the product of the derivative of the hinge moment of the rear rudder surface with the rudder deflection angle and the head correction difference and the reciprocal of the ratio of the rearward movement of the hinge axis to the total chord length, namely CNδ ' ₂ =Ch δ' ₂ ×Δ1/0.05. S6: According to the following formula, the derivative of the deflection angle of the front rudder surface Chδ ₁ and the derivative of the deflection angle of the rear rudder surface Chδ ₂ are obtained: ${\mathrm{<span\; class="notranslate">\; Ch\&delta;</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; =</span>{{\mathrm{<span\; class="notranslate">\; Ch\&delta;</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; +</span>\frac{{{\mathrm{<span\; class="notranslate">\; Ch\&delta;</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; -</span>\frac{{\mathrm{<span\; class="notranslate">\; CN\&delta;</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; \&times;</span><span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; )</span>}{\mathrm{<span\; class="notranslate">\; S</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; C</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}$ Chδ ₂ =Chδ ₂ ′×(δ ₁ +δ ₂ )/δ ₂ . 2. The method for estimating the hinge moment derivative of the double-hinge rudder surface as claimed in claim 1 is characterized in that: in S1, when the rudder surface deflects after being calculated separately, it needs to calculate its normal force with the rudder deflection angle derivative, i.e. CNδ' ₂ . 3. The method for estimating the hinge moment derivative of the double-hinge rudder surface as claimed in claim 2 is characterized in that: according to the thickness 1/2th of the existing hinge shaft and the total chord length of the control surface, the compensation ratio parameter Δ=0.2 is calculated to obtain A new hinge axis position where the total control surface chord is the sum of the front and rear axle chords. 4. The method for estimating the derivative of the hinge moment of the double-hinge rudder surface as claimed in claim 1 is characterized in that: in S1, the derivative of the hinge moment of the front rudder surface with the side slip angle/angle of attack and the derivative of the hinge moment with the side slip angle/angle of attack are calculated separately with the single hinge estimation method. The rudder deflection angle derivative assumes that the rear rudder surface does not deflect relative to the front rudder surface.