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

Abstract

The invention discloses a method for calculating the efficiency of an aircraft double-hinge rudder. The method for calculating the efficiency of the double-hinge rudder of the aircraft includes: according to the first rotation angle δ ₁ and the second rotation angle δ ₂ , and calculating the zero angle of attack by estimating the zero-lift coefficient increment caused by the deflection of the double-slot flap in the ESDU When the rudder deflects δ1 and δ2, the side force coefficient C _Y0W is generated; through the C _Y0W and the formula, calculate the side force coefficient increment ΔC _Y caused by the deflection δ1 and δ2; through the ΔC _Y and the formula, obtain the side force coefficient The derivative C _Yδr of the force coefficient to the rudder deflection; through the C _Yδr and the formula, the derivative C nδr of the yaw moment to the rudder deflection and the derivative C _lδr of the rolling moment to the rudder deflection are _obtained . The method for calculating the efficiency of double-hinge rudders of the aircraft solves the shortcoming that the existing aircraft cannot estimate the efficiency of double-hinge rudders, and improves the use value of rudder efficiency estimation data.

Description

A Calculation Method for Aircraft Double Hinge Rudder Efficiency

technical field

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

Background technique

Explanation of terms:

ESDU: Engineering Science Data Organization.

The existing aircraft rudder efficiency estimation method systems include "ESDU", DATACOM, "AirplaneDesign", "Aircraft Design Manual", "Aerodynamic Engineering Calculation Manual" and so on. However, these estimation methods can only estimate the efficiency of single-hinge rudders, and the existing aircraft rudders use double hinges on a large scale, and the original methods cannot meet the needs of existing aircraft designs.

Therefore, it is desirable to have a technical solution to overcome or at least alleviate at least one of the above-mentioned drawbacks of the prior art.

Contents of the invention

The object of the present invention is to provide a method for calculating the efficiency of an aircraft double-hinge rudder to overcome or at least alleviate at least one of the above-mentioned defects in the prior art.

In order to achieve the above object, the present invention provides a method for calculating the efficiency of an aircraft double-hinge rudder. The aircraft includes a rudder, and the rudder includes a first part hinged with the vertical tail and a second part hinged with the first part. One part can rotate around the hinge relative to the vertical tail, and its rotation angle is called the first rotation angle δ ₁ ; the second part can rotate around the hinge relative to the first part, and its rotation angle is called the second rotation angle. Rotation angle δ ₂ ; the calculation method for the efficiency of the double-hinge rudder of the aircraft includes: according to the first rotation angle δ ₁ and the second rotation angle δ ₂ , and through the method of estimating the zero-lift coefficient increment caused by the deflection of the double-slot flap in the ESDU When the zero angle of attack is obtained, the side force coefficient C _Y0W produced by the rudder deflection δ1 and δ2; through the C _Y0W and the formula, calculate the side force coefficient increment ΔC _Y caused by the deflection δ1 and δ2; through the ΔC _Y and the formula , to obtain the derivative C _Yδr of the lateral force coefficient to the rudder deflection; through the above C _Yδr and the formula, obtain the derivative C nδr of the yaw moment to the rudder deflection and the derivative C _lδr of the rolling moment to the rudder _deflection .

Preferably, through the C _Y0W and the formula, the specific calculation formula for calculating the lateral force coefficient increment ΔC _Y caused by the deflection δ1 and δ2 is:

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

$\frac{{\mathrm{\Δ\; c}}_t}{c}-\frac{K_{\mathrm{\δ}}{c}_t}{c}=\frac{{\mathrm{\χ}}_{t\mathrm{the\; s}}+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};$ in,

a ₁ is the lift line slope of the vertical tail; α is the _radian of the angle of attack; Φ _o is the expansion correction factor of the outer part; Φ _i is the expansion correction factor of the inner part; χ _ts is the dimension from the nose to the tail of the vertical tail; c′ _t2 is the distance from the connection between the first part and the second part to the end of the second part far away from the first part ; c _t1 is the dimension from the nose to the tail of the first part; c is the dimension from the vertical tail to the end of the first part away from the vertical tail from the nose to the tail.

Preferably, the specific calculation formula for obtaining the derivative C _Yδr of the side force coefficient to the rudder deflection through the ΔC _Y and the formula is:

C _Yδr = -ΔC _Y J _B J _T α _δ ΔΦS _F /(S _W δ), where,

J _B is the fuselage effect correction factor; J _T is the vertical tail end plate effect correction factor; S _F is the vertical tail area; ΔΦ non-full span length correction factor; S _W is the wing area; δ is the rudder equivalent deflection angle; _δ is the control efficiency factor.

Preferably, through the C _Yδr and the formula, the derivative C nδr of the yaw moment to the rudder deflection and the derivative C _lδr of the roll moment to the rudder deflection are _obtained . The specific calculation formula is:

C _nδr = -C _Yδr (l _R cos α + Z _R sin α)/b;

C _lδr = C _Yδr (Z _R cosα-l _R sinα)/b; where,

l _R is the moment arm parallel to the longitudinal axis of the fuselage; z _R is the moment arm perpendicular to the longitudinal axis of the fuselage; b is the span length of the wing; α is the angle of attack.

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

Description of drawings

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

detailed description

In order to make the objectives, 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 in conjunction with the 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 some, but not all, embodiments of the invention. The embodiments described below by referring to the figures are exemplary and are intended to explain the present invention and should not be construed as limiting the present invention. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without creative efforts fall within the protection scope of the present invention. Embodiments of the present invention will be described in detail below in conjunction with the accompanying drawings.

In describing the present invention, it is to be understood that the terms "central", "longitudinal", "transverse", "front", "rear", "left", "right", "vertical", "horizontal", The orientations or positional relationships indicated by "top", "bottom", "inner", "outer", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying the Means that a device or element must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be construed as limiting the scope of the invention.

The aircraft includes a rudder, and the rudder includes a first part hinged with the vertical tail and a second part hinged with the first part, the first part can rotate around the hinge relative to the vertical tail, and its rotation angle is called the first rotation angle δ ₁ ; the second part can be relatively The first part rotates around the hinge, and its rotation angle is called the second rotation angle δ ₂ .

The efficiency of aircraft double-hinge rudder is embodied as follows: the derivative C Yδr of the side force coefficient to the rudder deflection, the derivative C _nδr of the yaw moment to the rudder deflection, and the derivative C _lδr of the roll moment to the rudder _deflection .

The calculation method of aircraft double hinge rudder efficiency of the present invention includes: according to the first rotation angle δ ₁ and the second rotation angle δ ₂ , and by estimating the zero-lift coefficient increment caused by the deflection of the double-slot flap in the ESDU to calculate the zero angle of attack time , the side force coefficient C _Y0W produced by rudder deflection δ1, δ2; through C _Y0W and the formula, calculate the side force coefficient increment _{ΔC Y} caused by the deflection δ1, δ2; Derivative C _Yδr of degree; through C _Yδr and the formula, the derivative C nδr of yaw moment to rudder deflection and the derivative C _lδr of rolling moment to rudder deflection are _obtained .

Specifically, in this embodiment, through C _Y0W and the formula, the specific calculation formula for calculating the lateral force coefficient increment ΔC _Y caused by the deflection δ1 and δ2 is:

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

$\frac{{\mathrm{\Δ\; c}}_t}{c}-\frac{K_{\mathrm{\δ}}{c}_t}{c}=\frac{{\mathrm{\χ}}_{t\mathrm{the\; s}}+c_{t1}^{\′}+c_{t2}^{\′}-c}{c}-\frac{(1-{\mathrm{cos\δ}}_1)c_{t1}+\[1-co\mathrm{the\; s}({\mathrm{\δ}}_1+{\mathrm{\δ}}_2)\]c_{t2}^{\′}}{c};$ in,

a ₁ is the lift line slope of the vertical tail; α is the _radian of the angle of attack; Φ _o is the expansion correction factor of the outer part; Φ _i is the expansion correction factor of the inner part; χ _ts is the dimension from the nose to the tail of the vertical tail; c′ _t2 is the distance from the connection between the first part and the second part to the end of the second part far away from the first part ; c _t1 is the dimension from the nose to the tail of the first part; c is the dimension from the vertical tail to the end of the first part away from the vertical tail from the nose to the tail.

In this embodiment, through ΔC _Y and the formula, the specific calculation formula for obtaining the derivative C _Yδr of the lateral force coefficient to the rudder deflection is:

C _Yδr = -ΔC _Y J _B J _T α _δ ΔΦS _F /(S _W δ), where,

J _B is the fuselage effect correction factor; J _T is the vertical tail end plate effect correction factor; S _F is the vertical tail area; ΔΦ non-full span length correction factor; S _W is the wing area; δ is the rudder equivalent deflection angle; _δ is the control efficiency factor.

In this embodiment, through the C _Yδr and the formula, the derivative C nδr of the yaw moment to the rudder deflection and the derivative C _lδr of the roll moment to the rudder deflection are _obtained . The specific calculation formula is:

C _nδr = -C _Yδr (l _R cos α + Z _R sin α)/b;

C _lδr = C _Yδr (Z _R cosα-l _R sinα)/b; where,

l _R is the moment arm parallel to the longitudinal axis of the fuselage; z _R is the moment arm perpendicular to the longitudinal axis of the fuselage; b is the span length of the wing; α is the angle of attack.

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

The symbol definitions required in the above description are listed below in the form of a chart:

In this example, C _YOW estimates:

${\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; Y</span>}\mathrm{<span\; class="notranslate">\; 0</span>}\mathrm{<span\; class="notranslate">\; W</span>}}<span\; class="notranslate">\; =</span>\frac{{\mathrm{<span\; class="notranslate">\; \&chi;</span>}}_{\mathrm{<span\; class="notranslate">\; t</span>}\mathrm{<span\; class="notranslate">\; the\; s</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; c</span>}}_{\mathrm{<span\; class="notranslate">\; t</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}^{<span\; class="notranslate">\; ,</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; c</span>}}_{\mathrm{<span\; class="notranslate">\; t</span>}\mathrm{<span\; class="notranslate">\; 2</span>}}^{<span\; class="notranslate">\; ,</span>}}{\mathrm{<span\; class="notranslate">\; c</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; J</span>}}_{\mathrm{<span\; class="notranslate">\; t</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; *</span>{\mathrm{<span\; class="notranslate">\; \&Delta;C</span>}}_{\mathrm{<span\; class="notranslate">\; L</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; J</span>}}_{\mathrm{<span\; class="notranslate">\; t</span>}\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; *</span>{\mathrm{<span\; class="notranslate">\; \&Delta;C</span>}}_{\mathrm{<span\; class="notranslate">\; L</span>}\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; *</span>{\mathrm{<span\; class="notranslate">\; a</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; /</span>\mathrm{<span\; class="notranslate">\; 2</span>}\mathrm{<span\; class="notranslate">\; \&pi;</span>}$

in:

c' _t1 = c _t1 -Δc _t1

c' _t2 ＝c _t2 -Δc _t2

The present invention is illustrated below by way of examples. It should be understood that this description does not constitute any limitation to the present invention.

Taking the efficiency estimation of a certain type of double-hinge rudder as an example, the deflection angle of the front and rear rudder surfaces of the rudder is δ ₁ =δ ₂ =10°. Known parameters:

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

Referring to the method of estimating the zero-lift coefficient increment caused by the deflection of the double-slot flap in ESDU, it is calculated that C _Y0W = 0.5, so the formula (1) is:

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:

$\begin{array}{c}{\mathrm{<span\; class="notranslate">\; L</span>}}_{\mathrm{<span\; class="notranslate">\; Y</span>}\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; =</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span><span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; 0.053125</span>}<span\; class="notranslate">\; *</span>\mathrm{<span\; class="notranslate">\; \&alpha;</span>}<span\; class="notranslate">\; +</span>\mathrm{<span\; class="notranslate">\; 0.5</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; *</span>\mathrm{<span\; class="notranslate">\; 0.868</span>}<span\; class="notranslate">\; *</span>\mathrm{<span\; class="notranslate">\; 1.2</span>}<span\; class="notranslate">\; *</span>\mathrm{<span\; class="notranslate">\; 0.8</span>}<span\; class="notranslate">\; *</span>\mathrm{<span\; class="notranslate">\; 0.8</span>}<span\; class="notranslate">\; *</span>\mathrm{<span\; class="notranslate">\; 0.2</span>}<span\; class="notranslate">\; /</span>\mathrm{<span\; class="notranslate">\; \&delta;</span>}\\ <span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; 0.007082</span>}<span\; class="notranslate">\; *</span>\mathrm{<span\; class="notranslate">\; \&alpha;</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; 0.0667</span>}}{\mathrm{<span\; class="notranslate">\; \&delta;</span>}}\end{array}$

${\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; no</span>}\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; =</span><span\; class="notranslate">\; -</span>\frac{\mathrm{<span\; class="notranslate">\; 0.007082</span>}<span\; class="notranslate">\; *</span>\mathrm{<span\; class="notranslate">\; \&alpha;</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; 0.0667</span>}}{\mathrm{<span\; class="notranslate">\; \&delta;</span>}}<span\; class="notranslate">\; *</span><span\; class="notranslate">\; \&lsqb;</span>\mathrm{<span\; class="notranslate">\; 0.5</span>}\mathrm{<span\; class="notranslate">\; c</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; the\; s</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 180</span>}<span\; class="notranslate">\; *</span>\mathrm{<span\; class="notranslate">\; \&alpha;</span>}<span\; class="notranslate">\; /</span>\mathrm{<span\; class="notranslate">\; \&pi;</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; +</span>\mathrm{<span\; class="notranslate">\; 0.1</span>}\mathrm{<span\; class="notranslate">\; the\; s</span>}\mathrm{<span\; class="notranslate">\; i</span>}\mathrm{<span\; class="notranslate">\; no</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 180</span>}<span\; class="notranslate">\; *</span>\mathrm{<span\; class="notranslate">\; \&alpha;</span>}<span\; class="notranslate">\; /</span>\mathrm{<span\; class="notranslate">\; \&pi;</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&rsqb;</span>$

${\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; l</span>}\mathrm{<span\; class="notranslate">\; \&delta;</span>}\mathrm{<span\; class="notranslate">\; r</span>}}<span\; class="notranslate">\; =</span>\frac{\mathrm{<span\; class="notranslate">\; 0.007082</span>}<span\; class="notranslate">\; *</span>\mathrm{<span\; class="notranslate">\; \&alpha;</span>}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; 0.0667</span>}}{\mathrm{<span\; class="notranslate">\; \&delta;</span>}}<span\; class="notranslate">\; *</span><span\; class="notranslate">\; \&lsqb;</span>\mathrm{<span\; class="notranslate">\; 0.1</span>}\mathrm{<span\; class="notranslate">\; c</span>}\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; the\; s</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 180</span>}<span\; class="notranslate">\; *</span>\mathrm{<span\; class="notranslate">\; \&alpha;</span>}<span\; class="notranslate">\; /</span>\mathrm{<span\; class="notranslate">\; \&pi;</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; 0.5</span>}\mathrm{<span\; class="notranslate">\; sin</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; 180</span>}<span\; class="notranslate">\; *</span>\mathrm{<span\; class="notranslate">\; \&alpha;</span>}<span\; class="notranslate">\; /</span>\mathrm{<span\; class="notranslate">\; \&pi;</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&rsqb;</span>$

Note: C _Y0W is a function of the front and rear rudder deflection angles δ ₁ , δ ₂ , so for a certain type of double hinge rudder, its efficiency is a function of δ ₁ , δ ₂ and α; the value of δ is related to δ ₁ , δ ₂ is related, and in the model estimated this time, it is stipulated that δ=δ ₁ =δ ₂ .

The test results are as follows:

α(°) C _Yδr C _nδr C _lδr -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(°) C _Yδr C _nδr C _lδr -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

As can be seen from the above table, the experimental results are basically consistent with the calculation results of the aircraft double-hinge rudder efficiency calculation method of the present invention.

Finally, it should be pointed out that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit them. Although the present invention has been described in detail with reference to the aforementioned embodiments, those of ordinary skill in the art should understand that: it can still modify the technical solutions described in the aforementioned embodiments, or perform equivalent replacements for some of the technical features; and these The modification or replacement does not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims (4)

1. A method for calculating the efficiency of an aircraft double-hinge rudder, said aircraft comprising a rudder, said rudder comprising a first part hinged with a vertical tail and a second part hinged with said first part, said first part being able to The tail rotates around the hinge, and its rotation angle is called the first rotation angle δ ₁ ; the second part can rotate around the hinge relative to the first part, and its rotation angle is called the second rotation angle δ ₂ ; its characteristics In that, the method for calculating the efficiency of the double-hinge rudder of the aircraft includes: According to the first rotation angle δ ₁ and the second rotation angle δ ₂ , and by estimating the zero-lift coefficient increment caused by the double-slot flap deflection in the ESDU, the side force generated by the rudder deflection δ1 and δ2 is calculated at zero angle of attack Coefficient C _Y0W ; Through the C _Y0W and the formula, calculate the lateral force coefficient increment ΔC _Y caused by the deflection δ1, δ2; Through the ΔC _Y and the formula, the derivative C _Yδr of the lateral force coefficient to the rudder deflection is obtained; Through the C _Yδr and the formula, the derivative C nδr of the yaw moment with respect to the rudder deflection and the derivative C _lδr of the roll moment with respect to the rudder deflection are _obtained . 2. aircraft double-hinge rudder efficiency calculation method as claimed in claim 1, is characterized in that, by described C _Y0W and formula, calculate deflection δ1, the specific calculation formula of the lateral force coefficient increment ΔC _Y that causes when δ2 is: ${\mathrm{\&Delta;C}}_Y=({\mathrm{\&Phi;}}_o-{\mathrm{\&Phi;}}_i)(\frac{{\mathrm{\&Delta;\; c}}_t}{c}-\frac{K_{\mathrm{\&delta;}}{c}_t}{c})*a_1*\mathrm{\&alpha;}+C_{Y0W},$ in, $\frac{{\mathrm{\&Delta;\; c}}_t}{c}-\frac{K_{\mathrm{\&delta;}}{c}_t}{c}=\frac{{\mathrm{\&chi;}}_{t\mathrm{the\; s}}+c_{t1}^{\&prime;}+c_{t2}^{\&prime;}-c}{c}-\frac{(1-{\mathrm{cos\&delta;}}_1)c_{t1}+\&lsqb;1-\cos ({\mathrm{\&delta;}}_1+{\mathrm{\&delta;}}_2)\&rsqb;c_{t2}^{\&prime;}}{c};$ in, a ₁ is the lift line slope of the vertical tail; α is the _radian of the angle of attack; Φ _o is the expansion correction factor of the outer part; Φ _i is the expansion correction factor of the inner part; χ _ts is the dimension from the nose to the tail of the vertical tail; c′ _t2 is the distance from the connection between the first part and the second part to the end of the second part far away from the first part ; c _t1 is the dimension from the nose to the tail of the first part; c is the dimension from the vertical tail to the end of the first part away from the vertical tail from the nose to the tail. 3. aircraft double-hinge rudder efficiency calculation method as claimed in claim 1, is characterized in that, described by described ΔC _Y and formula, obtains side force coefficient to the derivative C _Yδr concrete calculation formula of rudder deflection: C _Yδr = -ΔC _Y J _B J _T α _δ ΔΦS _F /(S _W δ), where, J _B is the fuselage effect correction factor; J _T is the vertical tail end plate effect correction factor; S _F is the vertical tail area; ΔΦ non-full span length correction factor; S _W is the wing area; δ is the rudder equivalent deflection angle; _δ is the control efficiency factor. 4. aircraft double hinge rudder efficiency calculation method as claimed in claim 3, is characterized in that, by described C _{Y δr} and formula, obtain yaw moment to the derivative C _{n δr} of rudder deflection and rolling moment to rudder deflection The specific calculation formula of the derivative C _lδr is: C _nδr = -C _Yδr (l _R cos α + Z _R sin α)/b; C _lδr = C _Yδr (Z _R cosα-l _R sinα)/b; where, l _R is the moment arm parallel to the longitudinal axis of the fuselage; z _R is the moment arm perpendicular to the longitudinal axis of the fuselage; b is the span length of the wing; α is the angle of attack.