CN105574257A - Aircraft double-hinge rudder efficiency calculation method - Google Patents

Abstract

The invention discloses an aircraft double-hinge rudder efficiency calculation method. The aircraft double-hinge rudder efficiency calculation method comprises the steps of according to a first turn angle delta1 and a second turn angle delta2, calculating a lateral force coefficient CY0W generated by deflection of a rudder at the angles delta1 and delta2 when a zero lift angle is obtained through a method for estimating a zero lift coefficient increment caused by deflection of a double slotted flap in ESDU; through the CY0W and a formula, calculating a lateral force coefficient increment delta CY caused by deflection of the angles delta1 and delta2; through the delta CY and a formula, calculating a derivative CY delta r of the lateral force coefficient to the skewness of the rudder; and through the CY delta r and a formula, calculating a derivative Cn delta r of a yawing moment to the skewness of the rudder and a derivative Cl delta r of a rolling moment to the skewness of the rudder. According to the aircraft double-hinge rudder efficiency calculation method, the shortcoming that an existing aircraft cannot estimate double-hinge rudder efficiency is overcome and the useful value of rudder efficiency estimation data is improved.

Description

Method for calculating rudder efficiency of double hinges of airplane

Technical Field

The invention relates to the technical field of aircraft aerodynamic characteristic estimation, in particular to a method for calculating the efficiency of double-hinge rudder of an aircraft.

Background

Interpretation of terms:

ESDU: engineering science data organization.

The existing airplane rudder efficiency estimation methods comprise ESDU, DATACOM, AirplaneDesign, airplane design manual, and calculation manual of aeronautical and aerodynamic engineering. However, the estimation methods can only estimate the efficiency of the single-hinge rudder, and the existing airplane rudder adopts double hinges in a large range, so that the original method cannot meet the design and use requirements of the existing airplane.

Accordingly, a technical solution is desired to overcome or at least alleviate at least one of the above-mentioned drawbacks of the prior art.

Disclosure of Invention

It is an object of the present invention to provide a method of aircraft double hinge rudder efficiency calculation that overcomes or at least mitigates at least one of the above-mentioned disadvantages of the prior art.

To achieve the above object, the present invention provides an aircraftThe airplane comprises a rudder, the rudder comprises a first part hinged with a vertical tail and a second part hinged with the first part, the first part can rotate around the hinged part relative to the vertical tail, and the rotating angle of the first part is called as a first rotating angle₁(ii) a The second part can rotate around the hinge joint relative to the first part, and the rotation angle of the second part is called as a second rotation angle₂(ii) a The method for calculating the efficiency of the double-hinge rudder of the airplane comprises the following steps: according to the first rotation angle₁The second corner₂And calculating the lateral force coefficient C generated by the rudder deflection 1 and 2 when the zero attack angle is obtained by a method for estimating the zero lift coefficient increment caused by the double-slit flap deflection in the ESDU_Y0W(ii) a Through said C_Y0WAnd the formula, calculating the lateral force coefficient increment Δ C caused by the deflection 1, 2_Y(ii) a By said Δ C_YAnd a formula for obtaining the derivative C of the lateral force coefficient to the rudder deflection_Yr(ii) a Through said C_YrAnd a formula for obtaining the derivative C of the yaw moment to the rudder deflection_nrAnd the derivative C of the roll moment to the rudder deflection_lr。

Preferably, by said C_Y0WAnd the formula, calculating the lateral force coefficient increment Δ C caused by the deflection 1, 2_YThe specific calculation formula is as follows:

${\mathrm{\ΔC}}_Y=({\mathrm{\Φ}}_o-{\mathrm{\Φ}}_i)(\frac{{\mathrm{\Δc}}_t}{c}-\frac{K_{\mathrm{\δ}}{c}_t}{c})*a_1*\mathrm{\α}+C_{Y0W},$ wherein,

$\frac{{\mathrm{\Δc}}_t}{c}-\frac{K_{\mathrm{\δ}}{c}_t}{c}=\frac{{\mathrm{\χ}}_{ts}+c_{t1}^{\′}+c_{t2}^{\′}-c}{c}-\frac{(1-{\mathrm{cos\δ}}_1)c_{t1}+\[1-\cos ({\mathrm{\δ}}_1+{\mathrm{\δ}}_2)\]c_{t2}^{\′}}{c};$ wherein,

a₁the slope of the vertical tail lift line, α the angle of attack, phi_oA lateral stretch length correction factor; phi_iAn inner portion stretch length correction factor; c'_t1The distance from the connecting position of the vertical tail and the first part to one end of the first part far away from the end part of the machine body; chi shape_tsThe size of the vertical tail from the machine head to the machine tail is shown; c'_t2The distance from the joint of the first part and the second part to one end of the second part far away from the first part; c. C_t1The dimension of the first part in the direction from the machine head to the machine tail; and c is the size of the vertical tail to the head-to-tail direction of one end of the first part far away from the vertical tail.

Preferably, said passing of said Δ C_YAnd a formula for obtaining the derivative C of the lateral force coefficient to the rudder deflection_YrThe specific calculation formula is as follows:

C_Yr＝-ΔC_YJ_BJ_Tα ΔΦS_F/(S_W) Wherein

J_Ba fuselage impact correction factor; j. the design is a square_TIs a vertical tail end plate effect correction factor; s_FIs the area of the vertical tail; a delta phi non-full span length correction factor; s_WWing area, rudder equivalent deflection angle α To control the efficiency factor.

Preferably, by said C_YrAnd a formula for obtaining the derivative C of the yaw moment to the rudder deflection_nrAnd the derivative C of the roll moment to the rudder deflection_lrThe specific calculation formula is as follows:

C_nr＝-C_Yr(l_Rcosα+Z_Rsinα)/b；

C_lr＝C_Yr(Z_Rcosα-l_Rsin α)/b, wherein,

l_Ris a force arm parallel to the longitudinal axis of the fuselage; z is a radical of_RIs the arm of force vertical to the longitudinal axis of the fuselage, b is the wing span length, and α is the angle of attack.

The method for calculating the efficiency of the double-hinge rudder of the airplane solves the defect that the existing airplane cannot estimate the efficiency of the double-hinge rudder, and improves the use value of rudder efficiency estimation data.

Drawings

Fig. 1 is a schematic structural diagram of a vertical tail portion of an aircraft calculated by using an aircraft double-hinge rudder efficiency calculation method according to a first embodiment of the invention.

Detailed Description

In order to make the implementation objects, technical solutions and advantages of the present invention clearer, the technical solutions in the embodiments of the present invention will be described in more detail below with reference to the accompanying drawings in the embodiments of the present invention. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, but not all embodiments of the invention. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention. Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are used merely for convenience in describing the present invention and for simplifying the description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the scope of the present invention.

The aircraft comprises a rudder which comprises a first part hinged with a vertical tail and a second part hinged with the first part, wherein the first part can rotate around the hinged part relative to the vertical tail, and the rotation angle of the first part is called a first rotation angle₁(ii) a The second part can rotate around the hinge joint relative to the first part, and the rotation angle of the second part is called as a second rotation angle₂。

The airplane double-hinge rudder efficiency is embodied as follows: derivative C of lateral force coefficient to rudder deflection_YrDerivative of yaw moment to rudder deflection C_nrAnd the derivative C of the roll moment to the rudder deflection_lr。

The method for calculating the efficiency of the double-hinge rudder of the airplane comprises the following steps: according to a first angle of rotation₁The second corner₂And calculating the lateral force coefficient C generated by the rudder deflection 1 and 2 when the zero attack angle is obtained by a method for estimating the zero lift coefficient increment caused by the double-slit flap deflection in the ESDU_Y0W(ii) a Through C_Y0WAnd the formula, calculating the lateral force coefficient increment Δ C caused by the deflection 1, 2_Y(ii) a By Δ C_YAnd a formula for obtaining the derivative C of the lateral force coefficient to the rudder deflection_Yr(ii) a Through C_YrAnd a formula for obtaining the derivative C of the yaw moment to the rudder deflection_nrAnd the derivative C of the roll moment to the rudder deflection_lr。

Specifically, in the present embodiment, C is passed_Y0WAndequation, calculate the lateral force coefficient delta Δ C caused by yaw 1, 2_YThe specific calculation formula is as follows:

${\mathrm{\ΔC}}_Y=({\mathrm{\Φ}}_o-{\mathrm{\Φ}}_i)(\frac{{\mathrm{\Δc}}_t}{c}-\frac{K_{\mathrm{\δ}}{c}_t}{c})*a_1*\mathrm{\α}+C_{Y0W},$ wherein,

$\frac{{\mathrm{\Δc}}_t}{c}-\frac{K_{\mathrm{\δ}}{c}_t}{c}=\frac{{\mathrm{\χ}}_{ts}+c_{t1}^{\′}+c_{t2}^{\′}-c}{c}-\frac{(1-{\mathrm{cos\δ}}_1)c_{t1}+\[1-cos({\mathrm{\δ}}_1+{\mathrm{\δ}}_2)\]c_{t2}^{\′}}{c};$ wherein,

a₁the slope of the vertical tail lift line, α the angle of attack, phi_oA lateral stretch length correction factor; phi_iAn inner portion stretch length correction factor; c'_t1The distance from the connecting position of the vertical tail and the first part to one end of the first part far away from the end part of the machine body; chi shape_tsThe size of the vertical tail from the machine head to the machine tail is shown; c'_t2The distance from the joint of the first part and the second part to one end of the second part far away from the first part; c. C_t1The dimension of the first part in the direction from the machine head to the machine tail; and c is the size of the vertical tail to the head-to-tail direction of one end of the first part far away from the vertical tail.

In the present embodiment, Δ C is passed_YAnd a formula for obtaining the derivative C of the lateral force coefficient to the rudder deflection_YrThe specific calculation formula is as follows:

C_Yr＝-ΔC_YJ_BJ_Tα ΔΦS_F/(S_W) Wherein

J_Ba fuselage impact correction factor; j. the design is a square_TIs a vertical tail end plate effect correction factor; s_FIs the area of the vertical tail; a delta phi non-full span length correction factor; s_WWing area, rudder equivalent deflection angle α To control the efficiency factor.

In the present embodiment, by said C_YrAnd a formula for obtaining the derivative C of the yaw moment to the rudder deflection_nrAnd the derivative C of the roll moment to the rudder deflection_lrThe specific calculation formula is as follows:

C_nr＝-C_Yr(l_Rcosα+Z_Rsinα)/b；

C_lr＝C_Yr(Z_Rcosα-l_Rsin α)/b, wherein,

l_Ris a force arm parallel to the longitudinal axis of the fuselage; z is a radical of_RIs the arm of force vertical to the longitudinal axis of the fuselage, b is the wing span length, and α is the angle of attack.

The method for calculating the efficiency of the double-hinge rudder of the airplane solves the defect that the existing airplane cannot estimate the efficiency of the double-hinge rudder, and improves the use value of rudder efficiency estimation data.

The necessary definitions of the symbols required in the above description are set forth graphically below:

in this embodiment, C_Y0WAnd (3) estimating:

$C_{Y0W}=\frac{{\mathrm{\χ}}_{ts}+c_{t1}^{,}+c_{t2}^{,}}{c}(J_{t1}*{\mathrm{\ΔC}}_{L1}+J_{t2}*{\mathrm{\ΔC}}_{L2})*a_1/2\mathrm{\π}$

wherein:

c’_t1＝c_t1-Δc_t1

c’_t2＝c_t2-Δc_t2

the invention is illustrated below by way of example. It is to be understood that this description is not to be construed in any way as limiting the invention.

Taking the efficiency estimation of a certain type of double-hinge rudder as an example, the drift angles of front and rear control surfaces of the rudder are₁＝₂10 deg.. The known parameters are:

by the method for estimating the efficiency of the single-hinge rudder in the ESDU, the following parameters can be estimated:

c is calculated by referring to a method for estimating zero lift coefficient increment caused by double-slit flap deflection in ESDU_Y0W0.5, whereby the compound represented by formula (1):

ΔC_Y＝(0.9-0.05)(-0.005-0.02)*2.5*α+0.5＝-0.053125*α+0.5；

obtained by the above formula:

$\begin{array}{c}{L}_{Y\mathrm{\δ}r}=-(-0.053125*\mathrm{\α}+0.5)*0.868*1.2*0.8*0.8*0.2/\mathrm{\δ}\\ =\frac{0.007082*\mathrm{\α}-0.0667}{\mathrm{\δ}}\end{array}$

$C_{n\mathrm{\δ}r}=-\frac{0.007082*\mathrm{\α}-0.0667}{\mathrm{\δ}}*\[0.5cos(180*\mathrm{\α}/\mathrm{\π})+0.1sin(180*\mathrm{\α}/\mathrm{\π})\]$

$C_{l\mathrm{\δ}r}=\frac{0.007082*\mathrm{\α}-0.0667}{\mathrm{\δ}}*\[0.1cos(180*\mathrm{\α}/\mathrm{\π})-0.5\sin (180*\mathrm{\α}/\mathrm{\π})\]$

note: c_Y0WIs the deflection angle of front and rear control surfaces₁、₂So that for a particular type of double-hinge rudder the efficiency is₁、₂And α, and₁、₂in connection with this, in the model estimated this time, provision is made₁＝₂。

The test results are as follows:

α(°)	CYδr	Cnδr	Clδr
				-2	-0.0066	0.003337	-0.00806
0	-0.00655	0.003316	-0.00701
				2	-0.00651	0.003295	-0.000596
4	-0.00634	0.003267	-0.00043
				6	-0.00613	0.003248	-0.00039
8	-0.00593	0.003216	-0.00026

the calculation results are as follows:

α(°)	CYδr	Cnδr	Clδr
				-2	-0.006695	0.003322	-0.000786
0	-0.00667	0.003335	-0.0006675 -->
				2	-0.00665	0.003344	-0.00055
4	-0.00662	0.003348	-0.00043
				6	-0.0066	0.003349	-0.00031
8	-0.00657	0.003345	-0.00019

the table shows that the experimental result is basically consistent with the calculation result of the airplane double-hinge rudder efficiency calculation method.

Finally, it should be pointed out that: the above examples are only for illustrating the technical solutions of the present invention, and are not limited thereto. Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims (4)

1. A method for calculating the efficiency of the double-hinge rudder of an airplane comprises a rudder which comprises a first part hinged with a vertical tail and a second part hinged with the first part, wherein the first part can rotate around the hinged part relative to the vertical tail, and the rotating angle of the first part is called as a first rotating angle₁(ii) a The second part can rotate around the hinge joint relative to the first part, and the rotation angle of the second part is called as a second rotation angle₂(ii) a The method for calculating the rudder efficiency of the double hinges of the airplane is characterized by comprising the following steps:

according to whatThe first angle of rotation₁The second corner₂And calculating the lateral force coefficient C generated by the rudder deflection 1 and 2 when the zero attack angle is obtained by a method for estimating the zero lift coefficient increment caused by the double-slit flap deflection in the ESDU_Y0W；

Through said C_Y0WAnd the formula, calculating the lateral force coefficient increment Δ C caused by the deflection 1, 2_Y；

By said Δ C_YAnd a formula for obtaining the derivative C of the lateral force coefficient to the rudder deflection_Yr；

Through said C_YrAnd a formula for obtaining the derivative C of the yaw moment to the rudder deflection_nrAnd the derivative C of the roll moment to the rudder deflection_lr。

2. The method of calculating aircraft double-hinge rudder efficiency according to claim 1, wherein C is the number of degrees of freedom through which the rudder efficiency is calculated_Y0WAnd the formula, calculating the lateral force coefficient increment Δ C caused by the deflection 1, 2_YThe specific calculation formula is as follows:

${\mathrm{\ΔC}}_Y=({\mathrm{\Φ}}_o-{\mathrm{\Φ}}_i)(\frac{{\mathrm{\Δc}}_t}{c}-\frac{K_{\mathrm{\δ}}{c}_t}{c})*a_1*\mathrm{\α}+C_{Y0W},$ wherein,

$\frac{{\mathrm{\Δc}}_t}{c}-\frac{K_{\mathrm{\δ}}{c}_t}{c}=\frac{{\mathrm{\χ}}_{ts}+c_{t1}^{\′}+c_{t2}^{\′}-c}{c}-\frac{(1-{\mathrm{cos\δ}}_1)c_{t1}+\[1-\cos ({\mathrm{\δ}}_1+{\mathrm{\δ}}_2)\]c_{t2}^{\′}}{c};$ wherein,

a₁the slope of the vertical tail lift line, α the angle of attack, phi_oA lateral stretch length correction factor; phi_iAn inner portion stretch length correction factor; c'_t1The distance from the connecting position of the vertical tail and the first part to one end of the first part far away from the end part of the machine body; chi shape_tsThe size of the vertical tail from the machine head to the machine tail is shown; c'_t2The distance from the joint of the first part and the second part to one end of the second part far away from the first part; c. C_t1The dimension of the first part in the direction from the machine head to the machine tail; and c is the size of the vertical tail to the head-to-tail direction of one end of the first part far away from the vertical tail.

3. The method of calculating aircraft double-hinge rudder efficiency according to claim 1, wherein the passing the Δ C_YAnd a formula for obtaining the derivative C of the lateral force coefficient to the rudder deflection_YrThe specific calculation formula is as follows:

C_Yr＝-ΔC_YJ_BJ_Tα ΔΦS_F/(S_W) Wherein

J_Ba fuselage impact correction factor; j. the design is a square_TIs a vertical tail end plate effect correction factor; s_FIs the area of the vertical tail; a delta phi non-full span length correction factor; s_WWing area, rudder equivalent deflection angle α To control the efficiency factor.

4. An aircraft double-hinge rudder efficiency calculation method as defined in claim 3 where the C is passed_YrAnd a formula for obtaining the derivative C of the yaw moment to the rudder deflection_nrAnd the derivative C of the roll moment to the rudder deflection_lrThe specific calculation formula is as follows:

C_nr＝-C_Yr(l_Rcosα+Z_Rsinα)/b；

C_lr＝C_Yr(Z_Rcosα-l_Rsin α)/b, wherein,

l_Ris a force arm parallel to the longitudinal axis of the fuselage; z is a radical of_RIs the arm of force vertical to the longitudinal axis of the fuselage, b is the wing span length, and α is the angle of attack.