CN109703743B - Jet flow control surface of airplane with wing body integrated layout - Google Patents
Jet flow control surface of airplane with wing body integrated layout Download PDFInfo
- Publication number
- CN109703743B CN109703743B CN201811592697.0A CN201811592697A CN109703743B CN 109703743 B CN109703743 B CN 109703743B CN 201811592697 A CN201811592697 A CN 201811592697A CN 109703743 B CN109703743 B CN 109703743B
- Authority
- CN
- China
- Prior art keywords
- control surface
- jet flow
- flow control
- jet
- airplane
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Toys (AREA)
Abstract
A jet flow control surface of an airplane with a wing body fusion layout is located at the rear part of an airplane body and is folded and unfolded through a driving mechanism, so that jet flow of an engine in front of the control surface is coupled, and the head raising moment of the airplane during taking off and landing is obviously improved. Compared with the traditional wing body fusion layout tail control surface, the wing body fusion layout tail control surface has higher control surface efficiency, and can obviously increase the provided head raising moment. Meanwhile, the force arm is long, so that the required head raising moment can be achieved with small lift loss, and the adverse effect on the lifting performance is small on the whole. The design of the driving mechanism which can be taken in the machine body does not influence the cruising performance.
Description
Technical Field
The invention relates to a design of a longitudinal control surface of an airplane with a wing body fusion layout, in particular to a jet flow control surface positioned at the rear part of an airplane body.
Background
Compared with the conventional layout, the airplane with the wing body integrated layout has the advantages that the control surfaces such as the horizontal tail and the like are omitted, and due to the adoption of the flat lift force airframe design, the airplane body and the wings are in smooth transition, so that the whole wet area is greatly reduced, the resistance is reduced, the pneumatic efficiency is obviously improved, and the airplane with the integrated layout is one of the research hotspots of the future airplane layout form.
One of the main challenges in designing an airplane with a wing-body fusion layout is the problem of insufficient longitudinal control capability caused by the elimination of a horizontal tail, and particularly, during low-speed take-off and landing, the trim pressure of low head moment is large, and large lift loss is often accompanied. The control surfaces of the layout are usually arranged on the trailing edges of the wings and the engine body, the position of the control surface on the trailing edge of the wings is close to the gravity center, the control arm of force is short, the efficiency of the control surface is low, and the total amount of torque which can be provided by the control surface on the trailing edge of the engine body is limited although the arm of force is long. In a low-speed take-off and landing state, in order to generate enough head-up torque, great lift loss is often accompanied, so that flight trajectories are changed, and even a 'sudden sinking' phenomenon occurs, which puts higher requirements on the design of a high-lift device, and in turn, the high-lift device also makes the demand of the head-up torque greater. The longitudinal control means which can reduce the balance lift loss as much as possible and meet the torque requirement is found, so that the length of a lifting field can be reduced, the lifting safety is enhanced, the design pressure of a high lift device can be reduced, and the advantage of BWB layout is favorably excavated to the maximum extent.
Aiming at the problems of insufficient raising moment and large loss of lift force when the airplane with the wing body integrated layout is lifted and landed at low speed, a plurality of new control means are also provided at home and abroad, such as: abdominal spoilers (stalens, y.d., blackwell, r.f., Page, m.a., Novel pitch control actuators for a blended with body aircans in takeoff And plating configuration.45th AIAA Aerospace science Meeting And beyond, 2007, Reno, Nevada); vertical fin stabilizer control surfaces (air with vertical stable arrangement on a central fuel body and method, as well as control unit, for compensating a negative pitch movement. PatentNo. US8496203B 2); duck wings (Nasir, R.M., Kuntjoro, W., Wisnoe, W., Long statistical Stability of a Blended-Wing-Body Unmanned Aircraft with a Canard as Long statistical Control Surface, J.journal of Mechanical engineering.2012,9(1), pp.99-121.), etc. Although the control means is helpful for raising the head-up torque during lifting, there are many problems: the belly spoiler is a control surface arranged on the lower surface of the airplane body, the lift force in front of the center of gravity of the airplane body is increased, the lift force behind the center of gravity is reduced, the whole lift force is increased, the head raising moment of the whole airplane is simultaneously improved, the resistance of the whole airplane is obviously increased in the working state, the extremely high requirement on the thrust of an engine is provided, the moment which can be provided is limited, and the control requirement of the airplane can be met by combining with other control surfaces; the vertical fin stable control surface is arranged at the upper parts of the vertical fins at two ends, head raising moment is provided under the condition of not influencing the lifting force through symmetrical deflection of the vertical fin stable control surface, additional yawing moment is not introduced, but the head raising moment provided by the vertical fin stable control surface is positively correlated with resistance increment, and large resistance cost is also brought by large head raising moment; the canard wing arranges in wing the place ahead, plays the effect of similar flat tail, can provide the moment of raising the head in the lift, nevertheless simultaneously, has increased the cruise resistance of full aircraft, has worsened the static stability of full aircraft, and especially the wing body fuses the static margin of overall arrangement itself and is not high or even static unstability. Therefore, it is very important to obtain a longitudinal control means capable of meeting the demand of the head-up torque during low-speed take-off and landing at a low cost.
Disclosure of Invention
The invention provides a jet flow control surface of a wing body fusion layout aircraft, aiming at solving the problems of insufficient low-speed take-off and landing head-raising moment and large lift loss of the wing body fusion layout aircraft adopting a back-support type engine.
The jet flow control surface is positioned on the upper surface of the rear part of the wing body fusion layout machine body and slides along the arc-shaped slide rail under the driving of the push rod to realize the retraction and release of the control surface. The horizontal projection of the jet flow control surface in the retraction state is symmetrical about the symmetry plane of the engine body and is enclosed by four side lines. The sideline at the rear part of the jet flow control surface is an arc line and is superposed with the rear edge of the engine body. The length L1 of the straight edges of the two sides of the jet flow control surface is 0.1L, the L is the horizontal projection length of the outermost end surface of the engine body in the spanwise direction, and the spanwise length D1 of the jet flow control surface is the same as the spanwise length of the engine body.
The shape of any chord-direction section of the jet flow control surface in the spanwise range is a symmetrical airfoil shape, the front edge of the section is an arc BAD, and the radius of the front edge is 0.1 time of the chord length of the airfoil shape of the section; the upper airfoil surface BC of the section is superposed with the profile of the machine body, and the upper airfoil surface BC is a cambered surface. The lower airfoil surface DC of the profile is symmetrical to the upper airfoil surface BC. After the shape and the size of the jet flow control surface are determined, the jet flow control surface is obtained from the tail part of the engine body through cutting. And connecting the obtained jet flow control surface with a driving mechanism.
The jet flow control surface is close to a front side line of the engine and two side lines of two sides symmetrical to the symmetrical plane of the engine body are straight edges, and the two side lines of the two sides are parallel to each other.
The arc length of the arc-shaped sliding rail is 1.5 barrels L1, and the radius of the arc-shaped sliding rail is 1.8 barrels L1. L1 is the length of the straight edge on both sides of the jet flow control surface.
The jet flow control surface is obtained from the tail of the engine body through cutting. Grooves are respectively machined on the two side surfaces of the jet flow control surface close to the trailing edge, and the grooves are positioned in the range of 45% -85% of chord length of the side surface; a pulley block is arranged in the groove.
When the jet flow control surface is connected with the driving mechanism, one ends of two push rods in the driving mechanism are respectively hinged with two ends of the front edge of the jet flow control surface. Two arc-shaped sliding rails in the driving mechanism are respectively embedded into the grooves and matched with the pulley block, and the hydraulic actuator cylinder drives the jet flow control surface to slide along the arc-shaped sliding rails through the push rod, so that the control surface is retracted.
The retreating amount L2 of the jet control surface in the open state is 0.8L1 at most, the upward moving amount H2 is 1/2 of the height of the engine bracket at most, and the deflection angle A1 is 30 degrees at most.
In the invention, the jet flow control surface is obtained by cutting the engine body. The retreating amount L2 of the jet control surface in an open state is 0.75L1 at most, the upward moving amount H2 is half of the height of the engine bracket at most, and the deflection angle A1 is 30 degrees at most.
The jet flow control surface is retracted and extended through a driving mechanism, and the driving mechanism comprises the following main parts: the device comprises a push rod, an arc-shaped sliding rail, a rotating shaft, a hydraulic actuator cylinder and a sliding rail driving mechanism. Except for the rotating shaft, the parts are respectively provided with one set at two sides of the control surface and are symmetrically arranged. In each part, a rotating shaft is fixedly connected inside the machine body, and a hydraulic actuating cylinder is connected with the rotating shaft and can rotate around the hydraulic actuating cylinder. One end of the push rod is hinged with the jet flow control surface and can drive the jet flow control surface to slide along the circular arc-shaped slide rail under the action of the hydraulic actuator cylinder, and the slide rail driving mechanism is fixedly connected in the machine body and used for realizing the retraction of the circular arc-shaped slide rail.
When the jet flow control surface is in a retracted state, the driving mechanism is located inside the machine body, when the jet flow control surface is in a lifting state, the slide rail driving mechanism firstly extends the arc-shaped slide rail out of the machine body, the hydraulic actuator cylinder drives the push rod to move, then the jet flow control surface hinged with the push rod is pushed to slide to a corresponding position along the arc-shaped slide rail to work, when the jet flow control surface enters a flying state, the jet flow control surface is retracted, and then the slide rail driving mechanism retracts the arc-shaped slide rail into the machine body.
Compared with the prior art, the invention has the following outstanding effects:
1. the control efficiency of the tail control surface of the engine body is improved. The tail of the airplane body with the existing wing body fusion layout usually adopts a simple control surface 1 as shown in figure 1, and can perform up-and-down deflection motion. The control surface with the highest longitudinal control efficiency of the whole machine is provided due to the longer moment arm. The invention further digs the advantage of the force arm length of the rudder surface at the tail of the engine body, so that the engine body has a form similar to a fullerene flap and generates a jet flow rudder surface 2 as shown in figure 2. The backward and upward deviation of the control surface increases the negative camber of the rear part of the machine body and the length of the force arm of the control surface, so that the control efficiency of the control surface is improved while the head raising moment is enhanced.
2. The usable deflection angle of the control surface is improved. In the case of a simple rudder surface 1 shown in fig. 1, in the case of a large declination angle, flow separation is liable to occur at the rear of the rudder surface, limiting the controllability of the rudder surface. The jet flow control surface 2 can increase the energy of an additional surface layer through the flow of a slot below the control surface, delay the flow separation and improve the available deflection angle of the control surface. Fig. 3 shows the surface flow pattern of a simple rudder surface 1 with a large declination angle, and it can be seen that there is a significant flow separation with the streamlines in a spiral pattern below the rudder surface. Fig. 4 shows the flow pattern of the jet control surface 2 with the same size and the same deflection angle, and the streamline is in a straight state under the jet control surface, so that good attached flow is maintained. Thus, the jet control surface has a larger usable deflection angle.
3. The coupling of the jet flow of the engine and the control surface is realized, and the head raising moment is obviously increased. Since the engine tail rudder surface shown in fig. 1 is located at a distance from the engine jet, it is difficult to effectively utilize the engine tail rudder surface even in the case of a large upward deflection angle. The jet flow control surface in the invention can move upwards and deflect upwards, so that the jet flow of the engine can obviously influence the jet flow control surface, a high-pressure area is formed on the upper wing surface of the jet flow control surface, the pressure difference between the upper surface and the lower surface of the control surface is increased, and the head raising moment is effectively provided. Fig. 5 compares a pitch moment curve 3 in a simple control surface retracted state, a pitch moment curve 4 in a simple control surface open state, and a pitch moment curve 5 in a jet control surface open state. The jet flow control surface can bring more remarkable head raising moment than a simple control surface in an open state, and the head raising moment quantity provided by the jet flow control surface is about 2 times of that provided by the simple control surface. Fig. 6 compares the pressure distribution 6 of the simple rudder surface in the open state, the pressure distribution 7 of the engine body in the jet rudder surface open state and the pressure distribution 8 of the rudder surface in the jet rudder surface open state. It is worth noting that the pressure distribution 8 of the control surface in the open state of the jet flow control surface causes the control surface to generate obvious negative lift force due to the huge pressure difference between the upper surface and the lower surface brought by the jet flow of the engine. The negative lift force, along with the longer moment arm of the control surface, brings a large amount of head raising moment, which is the root of the jet control surface providing more head raising moment more efficiently than a simple control surface.
4. The jet rudder has less adverse effect on the take-off and landing performance and does not affect the cruise performance. The control surfaces often provide a head-up moment with a reduction in lift and an increase in drag, which is especially problematic for control surfaces with inefficient wing-to-body fusion arrangements. Fig. 7 compares the lift curve 9 in the simple rudder surface stowed state, the lift curve 10 in the simple rudder surface open state and the lift curve 11 in the jet rudder surface open state. It can be seen that the open state of the jet flow rudder surface brings about a larger lift loss than a simple rudder surface, but the increased loss is small, about 20%. Fig. 8 compares the resistance curve 12 in the retracted state of the simple control surface, the resistance curve 13 in the open state of the simple control surface and the resistance curve 14 in the open state of the jet control surface. The jet flow control surface is beneficial to landing and is not beneficial to taking off, the taking-off and landing states pay attention to the aerodynamic performance change of a large attack angle, in the figure, the increased resistance quantity is continuously reduced along with the increase of the attack angle, and the increased resistance quantity is smaller in the taking-off state of the large attack angle. In summary, considering that the controllability of the jet control surface far stronger than that of a simple control surface tends to reduce the trim pressure of the control surface at the trailing edge of the wing with low efficiency, the lift drag loss caused by the trim is reduced. Meanwhile, the jet flow control surface can be obtained by cutting the machine body, the control surface can be retracted to the original position in the non-working state, the driving mechanism is hidden in the machine body, and the loss of the pneumatic performance in the process of cruising cannot be caused.
Drawings
FIG. 1 is a simple control surface typically employed by existing wing-body fusion layout aircraft;
FIG. 2 is a jet flow control surface of an airplane with a wing-body fusion layout according to the present invention;
FIG. 3 is the surface flow pattern for a simple rudder surface at a large dihedral angle;
FIG. 4 is a surface flow pattern of a jet rudder surface under a large dihedral angle;
fig. 5 is a comparison of the pitch moment characteristics of the simple control surface stowed state, the simple control surface open state, and the jet control surface open state.
Fig. 6 is a pressure distribution comparison in the simple control surface open state and the jet control surface open state.
FIG. 7 is a comparison of lift characteristics for a stowed state of the simple control surface, an open state of the simple control surface, and an open state of the jet control surface;
FIG. 8 is a comparison of resistance characteristics for a simple control surface stowed state, a simple control surface open state, and a jet control surface open state;
FIG. 9 is a schematic structural diagram of a jet control surface;
FIG. 10 is a top view of the jet control surface in a stowed position;
FIG. 11 is a schematic view of the chord-wise cross-sectional shape of the jet flow rudder surface;
FIG. 12 is a schematic view of a jet control surface drive mechanism;
FIG. 13 is a side view of the jet control surface and its drive mechanism.
In the figure:
1. a simple control surface; 2. a jet flow control surface; 3. a pitching moment curve of the simple control surface in a retracted state; 4. a pitching moment curve of the simple control surface in an open state; 5. a pitching moment curve of the jet flow control surface in an open state; 6. pressure distribution in the simple control surface open state; 7. the pressure distribution of the engine body in the open state of the jet flow control surface; 8. the pressure distribution of the control surface under the open state of the jet flow control surface; 9. a lift curve of the simple control surface in a retracted state; 10. a lift curve of the simple control surface in an open state; 11. a lift curve of the jet flow control surface in an open state; 12. a resistance curve of the simple control surface in a retracted state; 13, resistance curve of the simple control surface in an open state; 14. resistance curve of jet flow control surface in open state; 15. the machine body is symmetrical; 16. a body; 17. the machine body is spread to the outermost end face; 18. an engine; 19. an engine mount; 20. a push rod; 21. a circular arc-shaped sliding rail; 22. a support; 23. a rotating shaft; 24. a hydraulic actuator cylinder; 25. a slide rail drive mechanism; 26. a pulley block; 27. the terminal plate of arc slide rail end.
L: the horizontal projection length of the machine body in the expansion direction to the outermost end face;
l1: the length of the straight edges at the two sides of the horizontal projection of the jet flow control surface;
l2: jet flow control surface retreat amount;
h2: the upward displacement of the jet flow control surface;
a1: jet flow control plane deflection angle.
Detailed Description
As shown in fig. 9, the jet flow control surface 2 provided by the present invention is located on the upper surface of the rear portion of the body of the wing body fusion layout, and slides along the arc-shaped slide rail 21 under the driving of the push rod 20 to implement the retraction of the control surface.
The horizontal projection of the jet control surface 2 in the retracted state is symmetrical with respect to the engine body symmetry plane 15 and is enclosed by four side lines, as shown by a shaded area in fig. 10, wherein the front side line close to the engine 17 and two side lines of two sides symmetrical with respect to the engine body symmetry plane 15 are both straight edges, and the two side lines of the two sides are parallel to each other. The sideline at the rear part of the jet flow control surface is an arc line and is superposed with the rear edge of the engine body. The length L1 of the straight edges at the two sides of the jet flow control surface is 0.1L, the L is the horizontal projection length of the machine body in the spanwise direction of the outermost end surface 17, and the spanwise length D1 of the jet flow control surface 2 is the same as that of the machine body 16.
The shape of any chord-wise section of the jet control surface 2 in the span-wise range is a symmetrical airfoil, the chord-wise section at the symmetrical plane 15 of the engine body is taken for relevant characteristic description, and other positions are the same as the above, as shown in fig. 11. The front edge of the section is an arc BAD, and the radius of the front edge is 0.1 time of the chord length of the airfoil of the section; the upper airfoil surface BC of the section is superposed with the machine body profile, and the upper airfoil surface BC is a cambered surface. The lower airfoil surface DC of the profile is symmetrical to the upper airfoil surface BC.
After the shape and the size of the jet flow control surface are determined, the jet flow control surface is obtained from the tail part of the engine body through cutting.
Grooves are respectively machined on the surfaces of the two sides of the jet flow control surface, which are close to the rear edge, and the grooves are positioned in the range of 45% -85% of chord length of the side surface; in which a pulley block 26 is mounted.
The obtained jet flow control surface 2 is connected to a drive mechanism. The method comprises the following steps: one ends of two push rods 20 in the driving mechanism are respectively hinged with two ends of the front edge of the jet flow control surface 2. Two arc-shaped slide rails 21 in the driving mechanism are respectively embedded into the grooves and matched with the pulley block 26, and a hydraulic actuator cylinder 24 drives the jet flow control surface 2 to slide along the arc-shaped slide rails 21 through a push rod 20, so that the control surface is retracted. The retreating amount L2 of the jet control surface 2 in the open state is 0.8L1 at maximum, the upward movement amount H2 is 1/2 at maximum of the height of the engine mount 19, and the deflection angle a1 is 30 degrees at maximum.
As shown in fig. 12 and 13, the driving mechanism includes two push rods 20, two circular arc-shaped slide rails 21, two hydraulic cylinders 24, two slide rail driving mechanisms 25, a support 22 and a rotating shaft 23. The rotating shaft 23 is positioned in the machine body and is arranged on the support 22; the support is positioned in the machine body and fixed on the upper surface of the machine body. Hydraulic cylinders 24 are respectively mounted on the ends of the two ends of the rotating shaft. One end of each push rod 20 is hinged with a piston rod in each hydraulic actuator cylinder, the other end of each push rod is hinged with the front edge of the jet flow control surface, and the jet flow control surface 2 is driven to slide along the arc-shaped slide rail 21 under the action of the hydraulic actuator cylinders 24, so that the control surface is folded and unfolded.
One end of the arc-shaped slide rail 21 is installed in a slide rail driving mechanism 25 in the machine body, the other end of the arc-shaped slide rail passes through the jet flow rudder surface 2, and the end plate 27 is installed at the tail end of the arc-shaped slide rail, and when the jet flow rudder surface moves to an open state, the jet flow rudder surface forms a complete smooth curved surface through the end plate, as shown in fig. 13. The arc length of the arc-shaped slide rail 21 is 1.5 barrels L1, and the radius is 1.8 barrels L1. L1 is the length of the straight edge on both sides of the jet flow control surface.
In this embodiment, when the jet flow control surface 2 is in a retracted state, the driving mechanism is located inside the machine body, and the end plate 27 at the tail end of the slide rail is flush with the upper surface of the jet flow control surface 2, so as to ensure that the upper surface of the control surface forms a complete and smooth curved surface; in a lifting state, the slide rail driving mechanism 25 firstly extends the arc slide rail 21 out of the machine body under the action of the internal motor, the hydraulic actuator cylinder 24 drives the push rod 20 to move, then the jet flow control surface 2 hinged with the push rod is pushed to slide to a corresponding position along the arc slide rail 21 to work, after the flight state is achieved, the push rod 20 retracts the jet flow control surface 2 to an original position, and the slide rail driving mechanism 22 retracts the arc slide rail 21 into the machine body until an end plate 27 at the tail end of the slide rail is flush with the upper surface of the jet flow control surface.
Claims (6)
1. A jet flow control surface of a wing body fusion layout airplane is characterized in that the jet flow control surface is positioned on the upper surface of the rear part of the wing body fusion layout airplane body and slides along an arc-shaped slide rail under the driving of a push rod to realize the retraction and release of the control surface; the horizontal projection of the jet flow control surface in a retraction state is symmetrical about a symmetry plane of the engine body and is enclosed by four side lines; the sideline at the rear part of the jet flow control surface is an arc line and is superposed with the rear edge of the engine body; the length L1 of straight edges on two sides of the jet flow control surface is 0.1L, the L is the horizontal projection length of the outermost end surface of the engine body in the spanwise direction, and the spanwise length D1 of the jet flow control surface is the same as the spanwise length of the engine body;
the wing body fusion layout airplane adopts a back-support type engine;
the jet control surface can move upwards and deflect upwards, so that the jet flow of an engine can cause remarkable influence on the jet control surface, a high-pressure area is formed on the upper airfoil surface of the jet control surface, and the pressure difference between the upper surface and the lower surface of the control surface is increased;
the jet flow control surface can increase the energy of the boundary layer through the flow of a slot below the control surface, delay the flow separation and improve the available deflection angle of the control surface;
the shape of any chord-direction section of the jet flow control surface in the spanwise range is a symmetrical airfoil shape, the front edge of the section is an arc BAD, and the radius of the front edge is 0.1 time of the chord length of the airfoil shape of the section; the upper wing surface BC of the section is superposed with the profile of the machine body, and the upper wing surface BC is a cambered surface; the lower airfoil surface DC of the profile is symmetrical to the upper airfoil surface BC; after the shape and the size of the jet flow control surface are determined, the jet flow control surface is obtained from the tail of the engine body through cutting; and connecting the obtained jet flow control surface with a driving mechanism.
2. The jet control surface of an airplane with the fused wing and body layout as claimed in claim 1, wherein the jet control surface is close to the front side line of the engine, and two side lines of two sides symmetrical to the symmetrical plane of the airplane body are straight edges, and the two side lines of the two sides are parallel to each other.
3. The jet flow control surface of an airplane with the fused wing body layout as claimed in claim 1, wherein the two side surfaces of the jet flow control surface near the trailing edge are respectively provided with a groove, and the grooves are positioned in the chord length range of 45% -85% of the side surfaces; a pulley block is arranged in the groove.
4. The jet flow control surface of an airplane with the wing body fusion layout according to claim 1, wherein when the jet flow control surface is connected with a driving mechanism, one ends of two push rods in the driving mechanism are respectively hinged with two ends of the front edge of the jet flow control surface; two arc-shaped sliding rails in the driving mechanism are respectively embedded into each groove and matched with the pulley block, and the hydraulic actuator cylinder drives the jet flow control surface to slide along the arc-shaped sliding rails through the push rod, so that the control surface is folded and unfolded.
5. The jet rudder surface of an airplane with a fused wing-body layout as claimed in claim 1, wherein the retreating amount L2 in the open state of the jet rudder surface is 0.8L1 at most, the upward moving amount H2 is 1/2 at the maximum of the height of an engine bracket, and the deflection angle A1 is 30 degrees at most.
6. The jet rudder surface of an airplane with the fused wing body layout as claimed in claim 1, wherein the arc length of the arc-shaped slide rail is 1.5L1, and the radius of the arc-shaped slide rail is 1.8L 1; l1 is the length of the straight edge on both sides of the jet flow control surface.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811592697.0A CN109703743B (en) | 2018-12-25 | 2018-12-25 | Jet flow control surface of airplane with wing body integrated layout |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811592697.0A CN109703743B (en) | 2018-12-25 | 2018-12-25 | Jet flow control surface of airplane with wing body integrated layout |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109703743A CN109703743A (en) | 2019-05-03 |
| CN109703743B true CN109703743B (en) | 2022-04-08 |
Family
ID=66257595
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811592697.0A Active CN109703743B (en) | 2018-12-25 | 2018-12-25 | Jet flow control surface of airplane with wing body integrated layout |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109703743B (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111516854B (en) * | 2020-04-03 | 2021-08-10 | 中国空气动力研究与发展中心低速空气动力研究所 | Flow control component for promoting jet flow deflection |
| CN112722241B (en) * | 2021-02-02 | 2024-04-12 | 中国空气动力研究与发展中心空天技术研究所 | Telescopic belly flap |
| CN114132482A (en) * | 2021-12-15 | 2022-03-04 | 北京航空航天大学宁波创新研究院 | Wing and method for improving control efficiency of two-dimensional wing control surface |
| CN115307861B (en) * | 2022-10-10 | 2023-01-03 | 中国空气动力研究与发展中心低速空气动力研究所 | Flight verification method and flight verification model for torque control performance of jet control surface |
| CN115892439A (en) * | 2023-03-10 | 2023-04-04 | 中国空气动力研究与发展中心高速空气动力研究所 | High-wind-resistance distributed propulsion aircraft |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4478378A (en) * | 1981-10-15 | 1984-10-23 | Aeritalia-Societa Aerospaziale Italiana-Per Azioni | Aircraft with jet propulsion |
| EP0356601A1 (en) * | 1988-08-30 | 1990-03-07 | AERITALIA - Società Aerospaziale Italiana - p.A. | Improvements in jet-propelled aircraft |
| CN101323371A (en) * | 2008-06-24 | 2008-12-17 | 北京航空航天大学 | Lift augmenter with united jet flow structure on wing flap |
| CN102826215A (en) * | 2012-09-11 | 2012-12-19 | 北京航空航天大学 | Light and small flying-wing manned aircraft with short takeoff and landing capacity |
| CN103204238A (en) * | 2013-04-18 | 2013-07-17 | 包绍宸 | Jet rudder surface control system, aircraft using same, and method for controlling aircraft |
| CN104943851A (en) * | 2015-05-07 | 2015-09-30 | 龙川 | Distributed type electric ducted fan flap lifting system and hovercar thereof |
| CN108367807A (en) * | 2015-12-09 | 2018-08-03 | 庞巴迪公司 | Blended wing-body aircraft |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20070023571A1 (en) * | 2005-07-15 | 2007-02-01 | Kawai Ronald T | Quiet airplane configuration |
| FR2905356B1 (en) * | 2006-09-05 | 2008-11-07 | Airbus France Sas | METHOD FOR PRODUCING AN AIRCRAFT WITH A REDUCED ENVIRONMENTAL IMPACT AND AN AIRCRAFT OBTAINED |
-
2018
- 2018-12-25 CN CN201811592697.0A patent/CN109703743B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4478378A (en) * | 1981-10-15 | 1984-10-23 | Aeritalia-Societa Aerospaziale Italiana-Per Azioni | Aircraft with jet propulsion |
| EP0356601A1 (en) * | 1988-08-30 | 1990-03-07 | AERITALIA - Società Aerospaziale Italiana - p.A. | Improvements in jet-propelled aircraft |
| CN101323371A (en) * | 2008-06-24 | 2008-12-17 | 北京航空航天大学 | Lift augmenter with united jet flow structure on wing flap |
| CN102826215A (en) * | 2012-09-11 | 2012-12-19 | 北京航空航天大学 | Light and small flying-wing manned aircraft with short takeoff and landing capacity |
| CN103204238A (en) * | 2013-04-18 | 2013-07-17 | 包绍宸 | Jet rudder surface control system, aircraft using same, and method for controlling aircraft |
| CN104943851A (en) * | 2015-05-07 | 2015-09-30 | 龙川 | Distributed type electric ducted fan flap lifting system and hovercar thereof |
| CN108367807A (en) * | 2015-12-09 | 2018-08-03 | 庞巴迪公司 | Blended wing-body aircraft |
Also Published As
| Publication number | Publication date |
|---|---|
| CN109703743A (en) | 2019-05-03 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109703743B (en) | Jet flow control surface of airplane with wing body integrated layout | |
| US9856012B2 (en) | Morphing wing for an aircraft | |
| CN108995803B (en) | Foldable wave rider pneumatic layout structure and method of supersonic passenger plane | |
| CN101323371B (en) | Lift augmenter with united jet flow structure on wing flap | |
| CN107472511B (en) | Aerodynamic control surface of flying wing layout aircraft based on cooperation of spoiler and trailing edge control surface | |
| CN107839893B (en) | Aircraft | |
| WO2015101346A1 (en) | Aircraft and method for converting aircraft structure form during flight | |
| US11192627B2 (en) | Aircraft wing with deployable flap | |
| CN103231795A (en) | Corporate aircraft engine upper placement and front swept wing duck type layout | |
| CN108045575A (en) | A kind of short takeoff vertical landing aircraft | |
| CN110431076B (en) | Tailless airplane | |
| CN106672205A (en) | Large-size variable sweep supersonic aircraft layout | |
| CN112896499A (en) | Vertical take-off and landing aircraft with combined layout of tilting duct and fixed propeller | |
| CN115027660B (en) | Aerodynamic layout of variable-wing supersonic aircraft | |
| CN112278238B (en) | Wing and aircraft that can warp in succession | |
| CN101941523A (en) | Adjustable aerofoil and double-body aircraft aerofoil layout scheme thereof | |
| CN215043673U (en) | Vertical take-off and landing aircraft with combined layout of tilting duct and fixed propeller | |
| CN201647122U (en) | Pneumatic distribution of aircraft | |
| CN1974323A (en) | Ground effect flyer | |
| CN1390743A (en) | Effectively power-boosting ground effect aircraft | |
| CN204310029U (en) | A kind of can in length and breadth break-in flight aircraft | |
| CN109703758A (en) | Two-way all-wing aircraft flight vehicle aerodynamic shape and design method | |
| CN113232826B (en) | Vertical take-off and landing aircraft with vertical tail seat and control method thereof | |
| CN204297059U (en) | A kind of variable wing plane | |
| CN101830280B (en) | Aerodynamic configuration of aircraft |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |