CN105574257B - A kind of aircraft double-strand chain rudder efficiency calculation method - Google Patents
A kind of aircraft double-strand chain rudder efficiency calculation method Download PDFInfo
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Abstract
The invention discloses a kind of aircraft double-strand chain rudder efficiency calculation method, the aircraft double-strand chain rudder efficiency calculation method includes: according to the first corner δ1, the second corner δ2, and when zero angle of attack is calculated in the method by estimating zero lift coefficient increment caused by double slotted flaps deflect in ESDU, lateral force coefficient C that rudder kick δ 1, δ 2 is generatedY0W；Pass through the CY0WAnd formula, calculate caused lateral force coefficient increment Delta C when deflection δ 1, δ 2Y；Pass through the Δ CYAnd formula, lateral force coefficient is acquired to the derivative C of amount of rudderYδr；Pass through the CYδrAnd formula, yawing is acquired to the derivative C of amount of ruddernδrAnd rolling moment is to the derivative C of amount of rudderlδr.Aircraft double-strand chain rudder efficiency calculation method of the invention solves the disadvantage that existing aircraft can not estimate double-strand chain rudder efficiency, improves the use value of rudder efficiency estimation data.
Description
Technical field
The present invention relates to aircraft prediction of aerodynamic coefficients technical fields, more particularly to a kind of aircraft double-strand chain rudder efficiency
Calculation method.
Background technique
Term is explained:
ESDU: Engineering Sciences Data Unit (ESDU).
Existing rudder of aircraft efficiency estimation method system have " ESDU ", DATACOM, " Airplane Design ",
" airplane design handbook ", " aviation aerodynamic force engineering calculation handbook " etc..But these evaluation methods are only capable of pro form bill hinge direction
Steerage rate, and existing rudder of aircraft, use double-strand chain on a large scale, and original method is unable to satisfy existing airplane design and uses.
Thus, it is desirable to have a kind of technical solution overcomes or at least mitigates at least one drawbacks described above of the prior art.
Summary of the invention
The purpose of the present invention is to provide a kind of aircraft double-strand chain rudder efficiency calculation methods to overcome or at least mitigate
At least one drawbacks described above in the prior art.
To achieve the above object, the present invention provides a kind of aircraft double-strand chain rudder efficiency calculation method, the aircraft packet
Including rudder, the rudder includes the first part hinged with vertical fin and the second part hinged with the first part,
The first part can rotate relative to the vertical fin around the hinged place, and rotational angle is known as the first corner δ1；Described
Two parts can be rotated relative to the first part around the hinged place, and rotational angle is known as the second corner δ2；The aircraft
Double-strand chain rudder efficiency calculation method includes: according to the first corner δ1, the second corner δ2, and it is double by estimation in ESDU
When zero angle of attack is calculated in the method for zero lift coefficient increment caused by seam wing flap deflects, the side of the generation of rudder kick δ 1, δ 2
Force coefficient CY0W；Pass through the CY0WAnd formula:
Calculate caused lateral force coefficient increment Delta C when deflection δ 1, δ 2Y, wherein
In formula,
a1For the slope of lift curve of vertical fin；α is the angle of attack；ΦoFor exterior portion length modifying factor；ΦiFor inboard portion exhibition
Long modifying factor；c′t1For vertical fin at a distance from one end of the separate body end of first part at first part's link position；
χtsFor vertical fin head to tail direction size；c′t2For the separate of first part and second part junction to second part
The distance of one end of first part；ct1For first part head to tail direction size；C is that vertical fin is separate to first part
The head of one end of vertical fin to tail direction size；
Pass through the Δ CYAnd formula:
CYδr=-Δ CYJBJTαδΔΦSF/(SWδ),
Lateral force coefficient is acquired to the derivative C of amount of rudderYδr, in formula,
JBModifying factor is influenced for fuselage；JTFor vertical fin end plate effect correction factor；SFFor vertical fin area；The non-full exhibition of ΔΦ
Long modifying factor；SWFor wing area；δ is rudder equivalent deflection angle；αδFor the control efficiency factor；
Pass through the CYδrAnd formula:
Cnδr=-CYδr(lRcosα+ZRSin α)/b,
Clδr=CYδr(ZRcosα-lRSin α)/b,
Yawing is acquired to the derivative C of amount of ruddernδrAnd rolling moment is to the derivative C of amount of rudderlδr, formula
In,
lRTo be parallel to the fuselage datum arm of force；ZRFor perpendicular to the fuselage datum arm of force；B is wingspan length；α is the angle of attack.This hair
Bright aircraft double-strand chain rudder efficiency calculation method solves the disadvantage that existing aircraft can not estimate double-strand chain rudder efficiency,
Improve the use value of rudder efficiency estimation data.
Detailed description of the invention
Fig. 1 is according to a first embodiment of the present invention to be calculated using aircraft double-strand chain rudder efficiency calculation method
The structural schematic diagram of the vertical fin part of aircraft.
Specific embodiment
To keep the purposes, technical schemes and advantages of the invention implemented clearer, below in conjunction in the embodiment of the present invention
Attached drawing, technical solution in the embodiment of the present invention is further described in more detail.In the accompanying drawings, identical from beginning to end or class
As label indicate same or similar element or element with the same or similar functions.Described embodiment is the present invention
A part of the embodiment, instead of all the embodiments.The embodiments described below with reference to the accompanying drawings are exemplary, it is intended to use
It is of the invention in explaining, and be not considered as limiting the invention.Based on the embodiments of the present invention, ordinary skill people
Member's every other embodiment obtained without creative efforts, shall fall within the protection scope of the present invention.Under
Face is described in detail the embodiment of the present invention in conjunction with attached drawing.
In the description of the present invention, it is to be understood that, term " center ", " longitudinal direction ", " transverse direction ", "front", "rear",
The orientation or positional relationship of the instructions such as "left", "right", "vertical", "horizontal", "top", "bottom" "inner", "outside" is based on attached drawing institute
The orientation or positional relationship shown, is merely for convenience of description of the present invention and simplification of the description, rather than the dress of indication or suggestion meaning
It sets or element must have a particular orientation, be constructed and operated in a specific orientation, therefore should not be understood as protecting the present invention
The limitation of range.
Aircraft includes rudder, and rudder includes the first part and with first part hinged second hinged with vertical fin
Part, first part can rotate relative to vertical fin around hinged place, and rotational angle is known as the first corner δ1；Second part being capable of phase
First part is rotated around hinged place, rotational angle is known as the second corner δ2。
Aircraft double-strand chain rudder efficiency embodies are as follows: derivative C of the lateral force coefficient to amount of rudderYδr, yawing
To the derivative C of amount of ruddernδrAnd rolling moment is to the derivative C of amount of rudderlδr。
Aircraft double-strand chain rudder efficiency calculation method of the invention includes: according to the first corner δ1, the second corner δ2, and
When zero angle of attack is calculated by the method for estimating that double slotted flaps deflect caused zero lift coefficient increment in ESDU, rudder is inclined
Turn δ 1, the lateral force coefficient C that δ 2 is generatedY0W；Pass through CY0WAnd formula, calculate caused lateral force coefficient increment Delta when deflection δ 1, δ 2
CY；Pass through Δ CYAnd formula, lateral force coefficient is acquired to the derivative C of amount of rudderYδr；Pass through CYδrAnd formula, acquire yaw
Derivative C of the torque to amount of ruddernδrAnd rolling moment is to the derivative C of amount of rudderlδr。
Specifically, in the present embodiment, pass through CY0WAnd formula, calculate caused lateral force coefficient increment when deflection δ 1, δ 2
ΔCYSpecific calculation formula are as follows:
Wherein,
Wherein,
a1For the slope of lift curve of vertical fin；α is the angle of attack；ΦoFor exterior portion length modifying factor；ΦiFor inboard portion exhibition
Long modifying factor；c′t1For vertical fin at a distance from one end of the separate body end of first part at first part's link position；
χtsFor vertical fin head to tail direction size；c′t2For the separate of first part and second part junction to second part
The distance of one end of first part；ct1For first part head to tail direction size；C is that vertical fin is separate to first part
The head of one end of vertical fin to tail direction size.
In the present embodiment, pass through Δ CYAnd formula, lateral force coefficient is acquired to the derivative C of amount of rudderYδrSpecifically
Calculation formula are as follows:
CYδr=-Δ CYJBJTαδΔΦSF/(SWδ), wherein
JBModifying factor is influenced for fuselage；JTFor vertical fin end plate effect correction factor；SFFor vertical fin area；The non-full exhibition of ΔΦ
Long modifying factor；SWFor wing area；δ is rudder equivalent deflection angle；αδFor the control efficiency factor.
In the present embodiment, pass through the CYδrAnd formula, yawing is acquired to the derivative C of amount of ruddernδrWith
And rolling moment is to the derivative C of amount of rudderlδrSpecific calculation formula are as follows:
Cnδr=-CYδr(lRcosα+ZRsinα)/b；
Clδr=CYδr(ZRcosα-lRsinα)/b；Wherein,
lRTo be parallel to the fuselage datum arm of force；ZRFor perpendicular to the fuselage datum arm of force；B is wingspan length；α is the angle of attack.
Aircraft double-strand chain rudder efficiency calculation method of the invention, which solves existing aircraft, can not estimate double-strand chain direction
The shortcomings that steerage rate, improves the use value of rudder efficiency estimation data.
Graphically symbol definition required in above-mentioned narration is listed below:
In the present embodiment, CY0WEstimation:
Wherein:
c′t1=ct1+Δct1
c′t2=ct2+Δct2
The present invention is illustrated by way of example below.It is understood that the elaboration is not constituted to the present invention
Any restrictions.
By taking certain model double-strand chain rudder efficiency estimation as an example, rudder face drift angle δ before and after rudder1=δ2=10 °.It is known
Parameter:
By the method for pro form bill hinge direction steerage rate in ESDU, following parameter can be evaluated whether:
With reference to the method for estimating zero lift coefficient increment caused by double slotted flaps deflection in ESDU, C is calculatedY0W=
0.5, thus formula
For,
ΔCY=(0.9-0.05) (- 0.005-0.02) * 2.5* α+0.5=-0.053125* α+0.5；
It is obtained by above-mentioned formula:
Note: CY0WIt is front and back rudder face drift angle δ1、δ2Function, therefore for the double-strand chain rudder of a certain specific model, effect
Rate is δ1、δ2And the function of α；The value and δ of δ1、δ2It is related, it is specified that δ=δ in the model of this estimation1=δ2。
Test result is 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 |
Calculated result is as follows:
| α(°) | CYδr | Cnδr | Clδr |
| -2 | -0.006695 | 0.003322 | -0.000786 |
| 0 | -0.00667 | 0.003335 | -0.000667 |
| 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 |
It can be seen that experimental result and aircraft double-strand chain rudder efficiency calculation method of the invention by above-mentioned table
Calculated result is almost the same.
Finally it is noted that the above embodiments are merely illustrative of the technical solutions of the present invention, rather than its limitations.To the greatest extent
Present invention has been described in detail with reference to the aforementioned embodiments for pipe, those skilled in the art should understand that: it is still
It is possible to modify the technical solutions described in the foregoing embodiments, or part of technical characteristic is equally replaced
It changes；And these are modified or replaceed, the essence for technical solution of various embodiments of the present invention that it does not separate the essence of the corresponding technical solution
Mind and range.
Claims (1)
1. a kind of aircraft double-strand chain rudder efficiency calculation method, the aircraft includes rudder, and the rudder includes and hangs down
The hinged first part of tail and the second part hinged with the first part, the first part being capable of the relatively described vertical fins
It is rotated around the hinged place, rotational angle is known as the first corner δ1；The second part can the relatively described first part around
The hinged place rotation, rotational angle are known as the second corner δ2；It is characterized in that, the aircraft double-strand chain rudder efficiency meter
Calculation method includes:
According to the first corner δ1, the second corner δ2, and caused zero lift coefficient is deflected by estimation double slotted flaps in ESDU
When zero angle of attack is calculated in the method for increment, the lateral force coefficient C of the generation of rudder kick δ 1, δ 2Y0W；
Pass through the CY0WAnd formula:
Calculate caused lateral force coefficient increment Delta C when deflection δ 1, δ 2Y, wherein
In formula,
a1For the slope of lift curve of vertical fin；α is the angle of attack；ΦoFor exterior portion length modifying factor；ΦiIt is repaired for inboard portion length
Positive divisor；c′t1For vertical fin at a distance from one end of the separate body end of first part at first part's link position；χts
For vertical fin head to tail direction size；c′t2It is first part and second part junction to second part far from the
The distance of one end of a part；ct1For first part head to tail direction size；C is that vertical fin hangs down to first part is separate
The head of one end of tail to tail direction size；
Pass through the Δ CYAnd formula:
CYδr=-Δ CYJBJTαδΔΦSF/(SWδ),
Lateral force coefficient is acquired to the derivative C of amount of rudderYδr, in formula,
JBModifying factor is influenced for fuselage；JTFor vertical fin end plate effect correction factor；SFFor vertical fin area；The non-full length of ΔΦ is repaired
Positive divisor；SWFor wing area；δ is rudder equivalent deflection angle；αδFor the control efficiency factor；
Pass through the CYδrAnd formula:
Cnδr=-CYδr(lRcosα+ZRSin α)/b,
Clδr=CYδr(ZRcosα-lRSin α)/b,
Yawing is acquired to the derivative C of amount of ruddernδrAnd rolling moment is to the derivative C of amount of rudderlδr, in formula,
lRTo be parallel to the fuselage datum arm of force；ZRFor perpendicular to the fuselage datum arm of force；B is wingspan length；α is the angle of attack.
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| EP2183156A2 (en) * | 2007-07-27 | 2010-05-12 | Airbus Operations S.L. | Aircraft tail assembly |
| CN102239083A (en) * | 2008-12-04 | 2011-11-09 | 空中客车运作有限公司 | Aircraft directional control and stabilizing surface |
| CN103577701A (en) * | 2013-11-13 | 2014-02-12 | 中国航空工业集团公司西安飞机设计研究所 | Method for computing control surface hinge moment coefficient when airplane incidence angle, sideslip angle and rudder deflection angle are all zero degree |
| CN105138828A (en) * | 2015-08-13 | 2015-12-09 | 中国航空工业集团公司西安飞机设计研究所 | Double-hinge control surface hinge moment derivative estimation method |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| EP2183156A2 (en) * | 2007-07-27 | 2010-05-12 | Airbus Operations S.L. | Aircraft tail assembly |
| CN102239083A (en) * | 2008-12-04 | 2011-11-09 | 空中客车运作有限公司 | Aircraft directional control and stabilizing surface |
| CN103577701A (en) * | 2013-11-13 | 2014-02-12 | 中国航空工业集团公司西安飞机设计研究所 | Method for computing control surface hinge moment coefficient when airplane incidence angle, sideslip angle and rudder deflection angle are all zero degree |
| CN105138828A (en) * | 2015-08-13 | 2015-12-09 | 中国航空工业集团公司西安飞机设计研究所 | Double-hinge control surface hinge moment derivative estimation method |
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