CN109592064B - Method for designing influence of deformation difference of airplane and mechanical control system on maneuvering control - Google Patents
Method for designing influence of deformation difference of airplane and mechanical control system on maneuvering control Download PDFInfo
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Abstract
The invention discloses a design method for influence of deformation difference of an airplane and a mechanical control system on maneuvering control, which comprises the following steps: 1) calculating the deflection of a control plane required by the maneuvering of the longitudinal, transverse and heading directions of the airplane according to the requirements of resultant force and resultant moment of the airplane during maneuvering; 2) calculating the deviation of a mechanical control system relative to the deformation of the airplane in the maneuvering process of the airplane; 3) calculating the cockpit control displacement and control force of the airplane in the maneuvering process of the airplane; 4) according to overload of different targets during airplane maneuvering, repeating the steps 1-3 to obtain longitudinal, transverse and course cockpit maneuvering displacement, a pole force gradient of the maneuvering force corresponding to the overload of the target and a pole displacement gradient during airplane maneuvering.
Description
Technical Field
The invention relates to the technical field of design of maneuverability stability of an airplane, in particular to a design method for influence of deformation difference of an airplane and a mechanical control system on maneuvering control.
Background
Currently, although maneuvering systems using electrical and optical transmission are increasingly used in modern aircraft, aircraft maneuvered using mechanical systems are still the mainstream in currently active aircraft.
The fighter and bomber controlled by mechanical system belongs to the technology of the second generation of airplane, such as the Mige-21 and Mige-23 of the Soviet Union and the Jun-7 and Jun-8 of China all adopt hydraulic power-assisted mechanical control systems, although the third generation and the fourth generation fighter and bomber which are the main forces of army at present are greatly introduced into a telex control system, the relative deformation can be caused when the arrangement between a driving mechanism (steering engine) and an amplifying mechanism (booster) in the telex control system is unreasonable, and the airplane controlled by the mechanical system is still the mainstream in the active-service operation airplane and a large number of civil and general airplanes.
At present, the description of the maneuvering characteristic design of the airplane at home and abroad does not mention the influence of mutual deformation of an airplane body and a mechanical system, and although many airplanes modify the system of the airplane according to the test flight result, a systematic determination analysis method is lacked.
The invention provides a method for comprehensively and systematically considering and determining the influence of the asynchronous deformation of an aircraft mechanical control system and an aircraft on the maneuvering characteristics of the aircraft, so that the full-task section of the aircraft can meet the design requirement of the maneuvering characteristics of the aircraft, the non-instruction deviation of the aircraft during maneuvering at different speeds can be prevented and stopped, the flight safety is ensured, the burden of a driver is relieved, the maneuvering quality is improved, and the safety and the comfort of the aircraft are improved.
Disclosure of Invention
The purpose of the invention is as follows: the design method for the influence of the deformation difference of the airplane and a mechanical control system on maneuvering control can ensure that the full-task section of the airplane meets the design requirement of maneuvering control characteristics of the airplane, prevent and stop non-instruction deviation of the airplane during maneuvering at different speeds, ensure flight safety, reduce the burden of a driver, and improve the control quality, thereby improving the safety and the comfort of the airplane.
The technical scheme of the invention is as follows:
the design method for the influence of the deformation difference of the airplane and the mechanical control system on maneuvering control comprises the following steps:
step 1: calculating the deflection of a control plane required by the maneuvering of the longitudinal, transverse and heading directions of the airplane according to the requirements of resultant force and resultant moment of the airplane during maneuvering;
step 2: calculating the deviation of a mechanical control system relative to the deformation of the airplane in the maneuvering process of the airplane;
and step 3: and calculating the cabin maneuvering displacement and the maneuvering force of the airplane in the maneuvering process of the airplane.
And 4, step 4: and (3) repeating the steps 1 to 3 according to different target overloads during the maneuvering of the airplane to obtain the cockpit maneuvering displacement of the longitudinal direction, the transverse direction and the heading direction during the maneuvering of the airplane, the pole force gradient of the maneuvering force corresponding to the target overload and the pole displacement gradient.
Step 2, calculating the deviation of the mechanical control system relative to the deformation of the airplane in the maneuvering process of the airplane, and further comprising the following steps:
step 2.1: determining the longitudinal deformation of the airplane along the airplane body and the transverse deformation of the airplane along the wings according to the flight state of the airplane;
step 2.2: determining the space position variation of each mounting point and each rotating shaft fulcrum of the airplane mechanical control system along with the longitudinal deformation of the airplane body and the transverse deformation of the airplane along wings;
step 2.3: and calculating the relative deformation of the mechanical control system between two adjacent mounting points and a rotating shaft pivot point on the airplane.
Step 2.4: summing relative deformations of the mechanical control system between all two adjacent mounting points and rotating shaft pivot points on the airplane, and finally determining the total deformation of the control system in the current flight state, namely determining the deviation from the design theoretical value of the control system;
step 2.5: and correcting the data of the mechanical control system in the current maneuvering state according to the deviation calculated in the step 2.4.
And 3, calculating the cockpit control displacement and the control force of the airplane, specifically calculating and determining the deviation of the mechanical control system relative to the airplane deformation under different overloads in the current maneuvering process according to the control plane skewness required by the maneuvering of the longitudinal direction, the transverse direction and the heading direction of the airplane during maneuvering obtained in the step 1 and the step 2, correcting the real-time real transmission ratio of the mechanical control system of the airplane, calculating the cockpit control displacement and the control force of the airplane, and calculating the force gradient of the longitudinal rod and the displacement gradient of the rod of the airplane.
Calculating the deflection of a control plane required by the maneuvering of the longitudinal, transverse and heading directions of the airplane according to the requirements of resultant force and resultant moment of the airplane during maneuvering; at the moment, the main flight states in the full-flight section determined by the overall design of the airplane, including the weight gravity center state, the flap state, the engine state, the flight speed and the flight altitude of the airplane, are integrated, and the control plane deflection degree required by the balance of the longitudinal and transverse courses during the balance of the airplane is calculated according to the aerodynamic data, the airplane quality characteristic and the dynamic characteristic data considering the elastic deformation of the airplane.
And 2.5, correcting the data of the mechanical control system in the current maneuvering state according to the deviation calculated in the step 2.4, wherein the data of the mechanical control system is the corrected real transmission ratio.
The invention has the beneficial effects that: the invention provides a design method for influence of deformation difference of an airplane and a mechanical control system on maneuvering control, which can ensure that the full task section of the airplane meets the design requirement of maneuvering control characteristics of the airplane, prevent and stop non-instruction deviation of the airplane when maneuvering at different speeds, realize the real airplane mechanical control system characteristic determination flow of the airplane in flight and a real airplane maneuvering control characteristic design determination method, thereby ensuring the consistency of flight and design, correcting the characteristic error of the mechanical control system, simultaneously ensuring the precision and accuracy of maneuvering control design of partial flight envelope boundary points such as large surface speed and large overload flight state, improving the safety of airplane flight and improving the maneuvering quality, and meanwhile, the invention also has the advantages of detailed system and higher efficiency; the key point is outstanding, the consideration is comprehensive, and the accuracy is high; the applicability is strong.
Drawings
FIG. 1 is a schematic view of an aircraft heading mechanical steering system;
fig. 2 is a schematic diagram of deformation of the upper and lower surfaces of the fuselage during normal overload flight of the aircraft.
Detailed Description
The design method for the influence of the deformation difference of the airplane and the mechanical control system on maneuvering control comprises the following steps:
step 1: calculating the deflection of a control plane required by the maneuvering of the longitudinal, transverse and heading directions of the airplane according to the requirements of resultant force and resultant moment of the airplane during maneuvering;
step 2: calculating the deviation of a mechanical control system relative to the deformation of the airplane in the maneuvering process of the airplane;
and step 3: and calculating the cabin maneuvering displacement and the maneuvering force of the airplane in the maneuvering process of the airplane.
And 4, step 4: and (3) repeating the steps 1 to 3 according to different target overloads during the maneuvering of the airplane to obtain the cockpit maneuvering displacement of the longitudinal direction, the transverse direction and the heading direction during the maneuvering of the airplane, the pole force gradient of the maneuvering force corresponding to the target overload and the pole displacement gradient.
Step 2, calculating the deviation of the mechanical control system relative to the deformation of the airplane in the maneuvering process of the airplane, and further comprising the following steps:
step 2.1: determining the longitudinal deformation of the airplane along the airplane body and the transverse deformation of the airplane along the wings according to the flight state of the airplane;
step 2.2: determining the space position variation of each mounting point and each rotating shaft fulcrum of the airplane mechanical control system along with the longitudinal deformation of the airplane body and the transverse deformation of the airplane along wings;
step 2.3: and calculating the relative deformation of the mechanical control system between two adjacent mounting points and a rotating shaft pivot point on the airplane.
Step 2.4: summing relative deformations of the mechanical control system between all two adjacent mounting points and rotating shaft pivot points on the airplane, and finally determining the total deformation of the control system in the current flight state, namely determining the deviation from the design theoretical value of the control system;
step 2.5: and correcting the data of the mechanical control system in the current maneuvering state according to the deviation calculated in the step 2.4.
And 3, calculating the cockpit control displacement and the control force of the airplane, specifically calculating and determining the deviation of the mechanical control system relative to the airplane deformation under different overloads in the current maneuvering process according to the control plane skewness required by the maneuvering of the longitudinal direction, the transverse direction and the heading direction of the airplane during maneuvering obtained in the step 1 and the step 2, correcting the real-time real transmission ratio of the mechanical control system of the airplane, calculating the cockpit control displacement and the control force of the airplane, and calculating the force gradient of the longitudinal rod and the displacement gradient of the rod of the airplane.
Calculating the deflection of a control plane required by the maneuvering of the longitudinal, transverse and heading directions of the airplane according to the requirements of resultant force and resultant moment of the airplane during maneuvering; at the moment, the main flight states in the full-flight section determined by the overall design of the airplane, including the weight gravity center state, the flap state, the engine state, the flight speed and the flight altitude of the airplane, are integrated, and the control plane deflection degree required by the balance of the longitudinal and transverse courses during the balance of the airplane is calculated according to the aerodynamic data, the airplane quality characteristic and the dynamic characteristic data considering the elastic deformation of the airplane.
And 2.5, correcting the data of the mechanical control system in the current maneuvering state according to the deviation calculated in the step 2.4, wherein the data of the mechanical control system is the corrected real transmission ratio.
Example (b):
the schematic diagram of the installation of the airplane heading mechanical control system on the airplane is shown in fig. 1, and the whole deformation of the airplane mechanical control system on the airplane comprises the combined superposition of the relative deformation of the airplane body and the mechanical control system between each installation point and a rotating shaft fulcrum of the airplane.
The airplane body can elastically deform during flying, and the deformation amount of the airplane can change along with the change of overload during maneuvering of the airplane. For aircraft longitudinal maneuvers, if the normal overload is a positive overload, the fuselage bends downward, at which time the fuselage back stretches. The fuselage can elastically deform like a shoulder pole, see fig. 2, the free end in fig. 2 is a certain cross section of the airplane, the back of the fuselage between the two cross sections can be elongated to generate elongation, and the bottom of the fuselage can be compressed to generate shortening. Assuming that two adjacent mounting points of an aircraft mechanical control system are respectively at free ends in fig. 2, a mechanical control system rod system in the interval generates relative deformation relative to a fuselage, the mechanical control system rod system is formed by connecting a plurality of mechanical rods, a general aircraft usually adopts a mode that the main part of the mechanical control system rod system is positioned at the back (dorsal fin position) of the fuselage, when the back of the fuselage is stretched, because the rigidity of the control system is far greater than that of the aircraft body, the control rod system cannot change along with the change of the length of the fuselage, the coordinate positions of main rocker arm rotating shafts of the mechanical control rod system at the back of the fuselage change, at the moment, the control rod system is shortened relative to the fuselage, and the position of a rod head moves forward, so that the control system is deformed towards the aircraft. Similarly, relative distortion of the mounting location of the mechanical control system within the wing can also occur during aircraft roll.
In the design, the airplane and the mechanical control system are designed according to elastic bodies respectively, but in general, the rigidity of the mechanical control system is designed to be larger, and the system deformation is relatively smaller only by the cabin control force, the friction force of a control valve of the boosting mechanism (a non-return control system) and the hinge moment of a control surface (a return control system). The elastic aircraft and mechanical control system motion equation is a general motion equation which comprehensively considers rigid motion and elastic vibration freedom of the aircraft and the mechanical control system and derives the motion of the elastic aircraft and the mechanical control system by applying Lagrange motion equation from the perspective of system energy.
If all the elastic vibration modes are obtained, and the unit vector of the reference body axis system and the shape of the elastic plane and the mechanical control system which are not deformed by movement are used for representing the elastic vibration mode shape,
along with the increase of normal overload, the coordinate positions of the pivot points of the main rocker arm rotating shafts of the longitudinal control lever system on the back of the machine body are changed. When the normal overload is positive overload, the deflection data Delta H of the machine body can be obtained, and the bending angle Delta alpha of the machine body is as follows:
wherein, DeltaL is the deformation of the length of the fuselage, and the distance from the upper surface of the fuselage to the bending neutral layer is RuTherefore, the upper surface elongation of the fuselage in this region is:
ΔL＝RuΔα1
in the formula, Delta alpha1The ratio of input displacement to output displacement of the course control system is K1When the normal overload is a positive overload, since the steering system is installed at the aircraft dorsal fin position (at the upper surface of the fuselage), shortening of the linkage relative to the fuselage causes the displacement of the head to be:
ΔXr＝ΔL/K1
the transmission ratio of rudder surface deflection and rod head displacement in the course control system is K2Thus, the Δ Xr barThe deviation amount of the rudder deflection caused by the head displacement is Δ δr：
Δδr＝ΔXr×K2
Likewise, the cockpit steering position of the aircraft can be inversely calculated from the control surface position of the aircraft. Meanwhile, the cockpit maneuvering displacement and the maneuvering force during the airplane maneuvering can be calculated according to the rudder surface deflection position required by the airplane maneuvering.
When the airplane flies in a large overload state, the corresponding cockpit control quantity of the airplane, including control force and control displacement, is calculated according to the deformation difference between the airplane body and the mechanical control system under different overloads, so that the real rod force gradient and the rod displacement gradient of the airplane during the large overload maneuver are obtained.
Claims (5)
1. The design method for the influence of the deformation difference of the airplane and the mechanical control system on maneuvering control is characterized by comprising the following steps: the method comprises the following steps:
step 1: calculating the deflection degrees of control planes required by the maneuvering of the longitudinal, transverse and heading directions of the airplane during maneuvering according to the requirements of resultant force and resultant moment of the airplane during maneuvering by integrating the main flying state in the full flying section determined by the overall design of the airplane;
step 2: calculating the deviation of a mechanical control system relative to the deformation of the airplane in the maneuvering process of the airplane;
and step 3: correcting the real-time real transmission ratio of an airplane mechanical control system, and calculating the cockpit control displacement and control force of the airplane in the maneuvering process of the airplane;
and 4, step 4: and (3) repeating the steps 1 to 3 according to different target overloads during the maneuvering of the airplane to obtain the cockpit maneuvering displacement of the longitudinal direction, the transverse direction and the heading direction during the maneuvering of the airplane, the pole force gradient of the maneuvering force corresponding to the target overload and the pole displacement gradient.
2. The method for designing the impact of the deformation difference between an aircraft and a mechanical maneuvering system on maneuvering according to claim 1, characterized by: step 2, calculating the deviation of the mechanical control system relative to the deformation of the airplane in the maneuvering process of the airplane, and further comprising the following steps:
step 2.1: determining the longitudinal deformation of the airplane along the airplane body and the transverse deformation of the airplane along the wings according to the flight state of the airplane;
step 2.2: determining the space position variation of each mounting point and each rotating shaft fulcrum of the airplane mechanical control system along with the longitudinal deformation of the airplane body and the transverse deformation of the airplane along wings;
step 2.3: calculating the relative deformation of the mechanical control system between two adjacent mounting points and a rotating shaft pivot point on the airplane;
step 2.4: summing relative deformations of the mechanical control system between all two adjacent mounting points and rotating shaft pivot points on the airplane, and finally determining the total deformation of the control system in the current flight state, namely determining the deviation from the design theoretical value of the control system;
step 2.5: and correcting the data of the mechanical control system in the current maneuvering state according to the deviation calculated in the step 2.4.
3. The method for designing the impact of the deformation difference between an aircraft and a mechanical maneuvering system on maneuvering according to claim 1, characterized by: and 3, calculating the cockpit control displacement and the control force of the airplane, specifically calculating and determining the deviation of the mechanical control system relative to the airplane deformation under different overloads in the current maneuvering process according to the control plane skewness required by the maneuvering of the longitudinal direction, the transverse direction and the heading direction of the airplane during maneuvering obtained in the step 1 and the step 2, correcting the real-time real transmission ratio of the mechanical control system of the airplane, calculating the cockpit control displacement and the control force of the airplane, and calculating the force gradient of the longitudinal rod and the displacement gradient of the rod of the airplane.
4. The method for designing the impact of the deformation difference between an aircraft and a mechanical maneuvering system on maneuvering according to claim 1, characterized by: calculating the deflection of a control plane required by the maneuvering of the longitudinal, transverse and heading directions of the airplane according to the requirements of resultant force and resultant moment of the airplane during maneuvering; at the moment, the main flight states in the full-flight section determined by the overall design of the airplane, including the weight gravity center state, the flap state, the engine state, the flight speed and the flight altitude of the airplane, are integrated, and the control plane deflection degree required by the balance of the longitudinal and transverse courses during the balance of the airplane is calculated according to the aerodynamic data, the airplane quality characteristic and the dynamic characteristic data considering the elastic deformation of the airplane.
5. The method for designing the impact of the deformation difference between the aircraft and the mechanical maneuvering system on maneuvering operation according to claim 2, characterized by: and 2.5, correcting the data of the mechanical control system in the current maneuvering state according to the deviation calculated in the step 2.4, wherein the data of the mechanical control system is the corrected real transmission ratio.
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| CN110920933B (en) * | 2019-12-04 | 2022-07-01 | 中国直升机设计研究所 | Helicopter control lever frequency modulation design method |
| CN117390774B (en) * | 2023-12-13 | 2024-03-19 | 中国航空工业集团公司西安飞机设计研究所 | Force correction method for aircraft pitching maneuvering control lever |
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