CN112339991A - Aircraft tail structure for stability and drag enhancement - Google Patents
Aircraft tail structure for stability and drag enhancement Download PDFInfo
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- CN112339991A CN112339991A CN202011228343.5A CN202011228343A CN112339991A CN 112339991 A CN112339991 A CN 112339991A CN 202011228343 A CN202011228343 A CN 202011228343A CN 112339991 A CN112339991 A CN 112339991A
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- aircraft
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- wing
- inner wing
- steering engine
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C5/00—Stabilising surfaces
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
- B64C1/38—Constructions adapted to reduce effects of aerodynamic or other external heating
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C9/00—Adjustable control surfaces or members, e.g. rudders
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- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
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- Fluid Mechanics (AREA)
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Abstract
The invention provides an aircraft tail structure for stability augmentation and drag reduction, wherein the aircraft tail is a ship-shaped tail, a double-triangular empennage is distributed on the whole body of the aircraft tail, and the empennage comprises: an inner wing and an outer wing; the inner wing is fixedly connected with the tail of the aircraft into a whole, and the outer wing is connected with the inner wing and is a movable control surface. The tail part of the ship-shaped aircraft provided by the invention is basically not limited by a steering engine, and the effective contraction from the engine main body to the nozzle is completed, so that the purpose of reducing the bottom area and the bottom resistance of the aircraft is achieved. The effective contraction is completed without prolonging the tail length of the aircraft, and the length of the aircraft can be reduced or the installation space of other components can be enlarged. The steering engine bulges and the inner wing of the empennage are integrally designed, so that the lift force and the stability of the whole aircraft are increased, and the flight resistance of the steering engine bulges is reduced, so that the lift-drag ratio of the whole aircraft is improved.
Description
Technical Field
The invention belongs to the technical field of aircraft structures, and particularly relates to an aircraft tail structure for stability enhancement and resistance reduction.
Background
The tail section of the aircraft is usually somewhat constricted compared to the midsection, with the aim of reducing the drag of the aircraft. Shrinkage type aircraft afterbody, non-shrinkage type aircraft afterbody compares, and aircraft static stability reduces, in order to compensate aircraft static stability loss, needs improve static stability through increaseing the fin.
For a normal aerodynamic layout aircraft, the tail wing is used as a control surface, and the increase of the control surface can lead to the increase of the hinge moment of the control surface, so that the design requirement and the difficulty of the steering engine are improved. In addition, the control surface of the normal aerodynamic configuration aircraft is often located at the tail contraction position of the aircraft, and a steering engine for controlling the deflection of the control surface is required to be installed in the aircraft. In order to meet the requirement of the installation space of the steering engine, the tail part of the aircraft is limited in contraction space and length, so that the area of the bottom of the aircraft except for the nozzle of the engine is large, and the bottom resistance is large. Under the condition, the purposes of contracting the tail part and reducing the bottom area can be achieved by prolonging the length of the tail part, but the length of the aircraft can be increased, the length of the spray pipe can be increased, and the weight of the whole aircraft is increased; under the condition that the length of the aircraft is limited, the tail length is increased, the space of other cabin sections needs to be occupied, and the overall design difficulty such as overall position arrangement is improved.
Disclosure of Invention
The purpose of the invention is as follows: the invention provides an aircraft tail structure for stability enhancement and resistance reduction, which can meet the requirements of a steering engine installation space and the requirements of stability and maneuverability of an aircraft, does not prolong the length of the tail of the aircraft, and achieves the purposes of reducing the bottom area of the aircraft and reducing the bottom resistance of an aircraft and the resistance of the whole aircraft.
The technical scheme of the invention is as follows:
the invention provides an aircraft tail structure for stability augmentation and drag reduction, wherein the aircraft tail is a ship-shaped tail, a double-triangular empennage is distributed on the whole body of the aircraft tail, and the empennage comprises: an inner wing and an outer wing;
the inner wing is fixedly connected with the tail of the aircraft into a whole, and the outer wing is connected with the inner wing and is a movable control surface.
Optionally, the cross section of the inner wing is in a diamond shape, and a steering engine is installed at the position where the thickness of the inner wing is the largest and used for operating the outer wing;
the leading edge sweepback angle of the inner wing is larger than a preset angle, the thickness is larger than a preset thickness, and the aspect ratio is smaller than a preset aspect ratio.
Optionally, the outer wing is a trapezoidal wing with symmetrical wing profiles, is mounted on the steering engine rotating shaft, rotates along with the steering engine rotating shaft, and is used as an operation control surface;
the aspect ratio of the outer wing is located in a preset aspect ratio range, the sweepback front edge is located in a preset numerical value range, and the thickness of the sweepback front edge is smaller than the preset thickness.
Optionally, the aircraft tail is a ship-shaped tail with gradually changing curvature, and the tail contraction angle is not more than 12 °.
Optionally, the double triangles are distributed around the whole body of the tail of the aircraft according to an x type, a + type, a Y type and a human type.
Optionally, the length, configuration and contraction angle of the tail of the aircraft are determined according to the drag coefficient of the aircraft.
Optionally, the shape and size of the aircraft bottom are determined according to the shape and size of the engine nozzle.
Optionally, the aircraft tail is an arched or ogive tail without a bottom end surface.
Optionally, a plurality of steering engine heat dissipation holes are formed in the two sides of the inner wing.
The invention has the advantages that:
the invention provides an aircraft tail structure for stability augmentation and drag reduction, wherein a double-triangular empennage is distributed on the whole body of the aircraft tail, and the empennage comprises: an inner wing and an outer wing; the inner wing is fixedly connected with the tail of the aircraft into a whole, and the outer wing is connected with the inner wing and is a movable control surface. The tail part of the ship-shaped aircraft provided by the invention is basically not limited by a steering engine, and the effective contraction from the engine main body to the nozzle is completed, so that the purpose of reducing the bottom area and the bottom resistance of the aircraft is achieved. The effective contraction is completed without prolonging the tail length of the aircraft, and the length of the aircraft can be reduced or the installation space of other components can be enlarged. The steering engine bulges and the inner wing of the empennage are integrally designed, so that the lift force and the stability of the whole aircraft are increased, and the flight resistance of the steering engine bulges is reduced, so that the lift-drag ratio of the whole aircraft is improved.
Drawings
FIG. 1 is a top view of an engine aft configuration provided by the present invention;
FIG. 2 is a rear view of the engine aft configuration provided by the present invention;
FIG. 3 is a top view of the engine-less tail configuration provided by the present invention;
FIG. 4 is a rear view of the no engine tail configuration provided by the present invention;
FIG. 5 is a three-dimensional view of a double triangular tail wing provided by the present invention;
FIG. 6 is a three-dimensional view of a double triangular empennage with rudder deflector provided by the present invention;
fig. 7 is a side view of a double triangular empennage with rudder deflector according to the present invention.
Detailed Description
The present invention is described in further detail below with reference to the attached drawings.
As shown in fig. 1-7, the present invention provides an aircraft tail configuration for stability and drag enhancement, and the specific implementation manner is as follows:
illustratively, the aircraft tail is a ship-shaped tail with gradually-changed curvature, and the tail contraction angle does not exceed 12 degrees; the tail part has two triangular tail wings distributed in X shape, the inner wing is connected to the tail part of the aircraft, and the outer wing is movable rudder.
Exemplarily, the tail of the aircraft is a ship-shaped tail with gradually changed curvature, so that streamline transition from the middle section of the aircraft to the bottom surface of the aircraft is realized; the tail length, configuration, angle of contraction, etc. may be designed and adjusted as desired, if desired, but with a desire to reduce the aircraft drag coefficient.
Illustratively, the shape and the size of the bottom of the aircraft are as close as possible to the nozzle of the engine, so as to reduce the area of the bottom, and achieve the purposes of reducing the resistance of the bottom and reducing the resistance of the whole aircraft.
For example, if there is no engine, the aircraft tail may be designed to be an arched or ogive tail without a base surface, as shown in FIGS. 3-4.
Exemplarily, as shown in fig. 5, an inner wing of the "double-triangle" empennage is a small aspect ratio wing surface with a larger front edge sweepback angle and thickness, the section of the inner wing is in a diamond shape, the inner wing is fixedly connected with the tail of the aircraft into a whole, and a steering engine is installed at the position with the largest thickness and used for steering a control surface.
Illustratively, the configuration and dimensions of the inner wing of the tail wing match the configuration and dimensions of the tail of the aircraft.
Exemplarily, the configuration and the size of an inner wing of the empennage are matched with those of a steering engine, so that the requirement of the installation space of the steering engine is met, and a plurality of steering engine heat dissipation holes which are determined through design are formed in two sides of the empennage.
For example, as shown in fig. 5 to 7, the outer wing of the "double-triangular" empennage is a trapezoidal wing with a medium aspect ratio, a medium sweepback front edge, symmetrical wing profiles and small relative thickness (the special-shaped relative thickness is about 3% to 6%), is mounted on the steering engine rotating shaft, rotates along with the steering engine rotating shaft, and is used as a control surface.
Optionally, the value range of the medium aspect ratio can be 2.5-3.5; the medium swept leading edge may be 30-50 degrees.
For example, relevant aerodynamic geometric parameters of the 'double-triangular' empennage, such as chord length, a leading edge sweepback angle and a maximum thickness position, need to be subjected to comprehensive design of applicability, and the effects of increasing the lift force and the stability of the whole aircraft and reducing the bulge resistance of the steering engine are met.
Illustratively, the sizes of the inner wing and the outer wing of the double delta wing are reasonably distributed, and the aircraft is ensured to have enough (matched with stability) maneuvering capability.
Optionally, the size of the connection between the outer wing and the inner wing is relatively close to avoid large step jump.
Optionally, the spatial layout of the double delta wing empennage along the circumferential direction of the tail of the aircraft body can be designed into a plus type, a Y type, a man type and the like.
Finally, it should be noted that the above examples are only illustrative of the implementation of the present invention and are not limiting. Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical proposal described in the embodiments can be modified, or some technical features can be equally replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the present invention, and are intended to be included within the scope of the appended claims.
Claims (9)
1. The utility model provides an aircraft afterbody structure of increasing steady drag reduction which characterized in that, the aircraft afterbody is ship type afterbody, the whole body of aircraft afterbody distributes and has "two triangle" fin, the fin includes: an inner wing and an outer wing;
the inner wing is fixedly connected with the tail of the aircraft into a whole, and the outer wing is connected with the inner wing and is a movable control surface.
2. The aircraft tail configuration according to claim 1, wherein the inner wing has a diamond-shaped cross section, and a steering engine is installed at the position of the inner wing where the thickness is the largest, for operating the outer wing;
the leading edge sweepback angle of the inner wing is larger than a preset angle, the thickness is larger than a preset thickness, and the aspect ratio is smaller than a preset aspect ratio.
3. The aircraft tail structure according to claim 1, wherein the outer wing is a trapezoidal wing with symmetrical wing profile, is arranged on a steering engine rotating shaft, rotates along with the steering engine rotating shaft, and is used as a control surface;
the aspect ratio of the outer wing is located in a preset aspect ratio range, the sweepback front edge is located in a preset numerical value range, and the thickness of the sweepback front edge is smaller than the preset thickness.
4. The aircraft tail configuration of claim 1 wherein the aircraft tail is a boat-shaped tail with a gradual curvature, and a tail contraction angle of no more than 12 °.
5. The aircraft tail configuration of claim 1 wherein the "double triangles" are distributed in an x-type, + type, Y-type, humanoid pattern around the circumference of the aircraft tail.
6. The aircraft tail configuration of claim 4 wherein the aircraft tail length, configuration, contraction angle are determined from an aircraft drag coefficient.
7. The aircraft tail configuration of claim 4 wherein the aircraft bottom shape and size is determined according to an engine nozzle shape and size.
8. The aircraft tail configuration of claim 1 wherein the aircraft tail is an arched or ogive tail without a base surface.
9. The aircraft tail configuration of claim 1, wherein a plurality of steering engine heat dissipation holes are formed in two sides of the inner wing.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011228343.5A CN112339991B (en) | 2020-11-05 | 2020-11-05 | Aircraft tail structure for stability and drag enhancement |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011228343.5A CN112339991B (en) | 2020-11-05 | 2020-11-05 | Aircraft tail structure for stability and drag enhancement |
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| CN112339991A true CN112339991A (en) | 2021-02-09 |
| CN112339991B CN112339991B (en) | 2023-01-03 |
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| CN112339991B (en) | 2023-01-03 |
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