CN112678167B - Vertical take-off and landing control method for tail-seated aircraft - Google Patents
Vertical take-off and landing control method for tail-seated aircraft Download PDFInfo
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Abstract
The application belongs to the technical field of aircraft design, and particularly relates to a vertical take-off and landing control method for a tail-seated aircraft. S1, acquiring static pressure difference values of sensors arranged on two plate surfaces of a wing; s2, determining the front and rear directions of the gusts borne by the aircraft wings according to the static pressure difference value; s3, determining the left-right direction of the gust borne by the aircraft wing according to a plurality of sensors arranged at the wing tips of the wing, and determining the included angle between the wing and the gust; and S4, generating a deflection moment for deflecting the wing in a direction of reducing the included angle between the wing and the gust in the vertical take-off process of the tail-seated aircraft, and controlling the deflection of the wing. According to the method, the aerodynamic force of the gust interference is reduced, the external disturbance of the flight control system in the take-off and landing state is reduced, and the vertical take-off and landing track and the gesture control precision of the tail-seated aircraft are improved.
Description
Technical Field
The application belongs to the technical field of aircraft design, and particularly relates to a vertical take-off and landing control method for a tail-seated aircraft.
Background
The tail-taking aircraft refers to an aircraft capable of taking off and landing vertically, and in the vertical taking off and landing process, the tail part of the aircraft body is in a sitting state, the aircraft is taken off and landing vertically for the tail, the wings and the aircraft body are in a vertical state in the vertical taking off and landing stage, and at the moment, the tension/thrust of the engine is upward, so that the gravity of the aircraft is balanced; in the stage of flat flight cruising, the wing lift balances the gravity of the aircraft, and the engine tension/thrust balances the resistance of the aircraft. The aircraft has the advantages of vertical lifting of a helicopter and high-speed and high-efficiency cruising of a fixed-wing aircraft. Meanwhile, in the vertical take-off and landing stage, the wing is in a vertical state, so that unsteady wind (especially wind perpendicular to the plane of the wing) generates larger unsteady wind disturbance aerodynamic force on the wing. Firstly, the unsteady wind disturbance aerodynamic force is unfavorable for the accurate control of the lifting track and the gesture, and the design difficulty of the flight control system is greatly increased; and secondly, in order to resist horizontal wind disturbance aerodynamic force, additional pulling force needs to be generated through the engine, and the power requirement of the take-off engine is increased. Due to the reasons, the vertical take-off and landing anti-gust capability of the tail-seated aircraft is low, so that the aircraft is difficult to take off and land under the strong gust condition, and the popularization and the use of the aircraft are greatly limited. The method reduces the wind gust interference aerodynamic force in the vertical take-off and landing stage, improves the wind gust resistance of the aircraft in the vertical take-off and landing stage, and is one of the problems to be solved in popularization and use of the aircraft.
Disclosure of Invention
In the vertical take-off and landing stage of a tail-seated aircraft, wings are the main source components of wind disturbance aerodynamic force. The invention provides a control method for reducing the disturbance of the vertical take-off and landing gusts of a tail-seated aircraft, which aims to reduce the wind disturbance aerodynamic force of the gusts on wings in the vertical take-off and landing stage of the tail-seated aircraft and improve the vertical take-off and landing wind resistance of the aircraft.
The vertical take-off and landing control method of the tail-seated aircraft mainly comprises the following steps:
s1, acquiring static pressure difference values of sensors arranged on two plate surfaces of a wing;
s2, determining the front and rear directions of the gusts borne by the aircraft wings according to the static pressure difference value;
s3, determining the left-right direction of the gust borne by the aircraft wing according to a plurality of sensors arranged at the wing tips of the wing, and determining the included angle between the wing and the gust;
and S4, generating a deflection moment for deflecting the wing in a direction of reducing the included angle between the wing and the gust in the vertical take-off process of the tail-seated aircraft, and controlling the deflection of the wing.
Preferably, in step S1, static pressure sensors are disposed on the front and rear faces of the wings on both sides of the aircraft, and two static pressure sensors on the front and rear faces of the wings on the same side are connected to a differential pressure sensor.
Preferably, before step S4, the method further includes generating a deflection moment when the static pressure difference obtained by the two differential pressure sensors is greater than a set value.
Preferably, the set value is 50Pa.
Preferably, in step S3, four static pressure sensors are disposed at the wingtip of each wing, and when the aircraft is in vertical take-off and landing, the four static pressure sensors are disposed in four directions of front, rear, left and right of the same horizontal plane of the wingtip.
Preferably, the four static pressure sensors are fixed at the wing tip through pressure detection rods, and the pressure detection rods are provided with static pressure holes in four directions, namely front, back, left and right, and each static pressure hole passes through the static pressure sensor and the static pressure sensor inside the static pressure pipe connector.
Preferably, in step S4, generating the yaw moment includes:
and controlling the deflection of the rear edges of the lifting ailerons at the left side and the right side of the aircraft in the front-back direction to generate deflection moment for enabling the left wing and the right wing to move in opposite directions.
Preferably, in step S4, generating the yaw moment includes:
and controlling the deflection of the rudders on the front and rear vertical tails of the aircraft in the left and right directions to generate deflection moment for enabling the left wing and the right wing to move in opposite directions.
Preferably, in step S4, the vertical take-off process of the tail-seated aircraft includes a climbing process from the ground to the air where the aircraft climbs up to 200 times the length of the fuselage, or a reverse landing process.
The control method for the vertical take-off and landing of the tail-seated aircraft, provided by the invention, can reduce the gust interference in the vertical take-off and landing process of the tail-seated aircraft, and has the following beneficial effects:
1. the aerodynamic force of the gust interference is reduced, and the vertical take-off and landing track and the gesture control precision of the tail-seated aircraft are improved.
In the vertical take-off and landing state, horizontal wind disturbance aerodynamic force in any direction is random system external disturbance to the flight control system. The larger the wind disturbance aerodynamic force is, the lower the vertical take-off and landing track and the control precision is. Compared with a tail-seated aircraft with a symmetrical wing configuration, the invention adopts the technology of the asymmetrical wing configuration, can reduce the interference of gusts to aerodynamic force, reduce external disturbance of a flight control system in a take-off and landing state, and improve the vertical take-off and landing track and the gesture control precision of the tail-seated aircraft.
2. The wind harassment aerodynamic force is reduced, and the extra power of the engine consumed for resisting the wind harassment aerodynamic force is reduced.
In the vertical take-off and landing state, aerodynamic force generated by horizontal wind disturbance is needed to change the push/pull direction of an engine by deflecting a control surface or adjusting the attitude of an airplane, and forces with equal magnitude and opposite directions are generated to balance the forces. The greater the wind harassment aerodynamic force, the more tension is lost to balance the wind harassment aerodynamic force, and the greater the engine power consumed. Compared with a tail-seated aircraft with a symmetrical wing configuration, the invention adopts the asymmetrical wing configuration technology, and reduces the engine power consumed for resisting wind disturbance aerodynamic force.
Drawings
Fig. 1 is a front view of a tailplane of the tailplane vertical take-off and landing control method of the present application.
Fig. 2 is a side view of the embodiment of fig. 1 of the present application.
FIG. 3 is a top view of the embodiment of FIG. 1 of the present application.
Fig. 4 is an enlarged schematic view of the embodiment of fig. 3 of the present application at C of the left wing.
Fig. 5 is an enlarged schematic view of the embodiment of fig. 3 of the present application at D at the left wing.
FIG. 6 is an enlarged schematic view of the embodiment of FIG. 1 of the present application taken along line A-A.
FIG. 7 is an enlarged schematic view of the embodiment of FIG. 1 of the present application taken along line B-B.
Fig. 8 is a left front gust schematic view of the embodiment of fig. 1 of the present application.
Fig. 9 is a right forward gust schematic view of the embodiment of fig. 1 of the present application.
Fig. 10 is a left-rear gust schematic view of the embodiment of fig. 1 of the present application.
Fig. 11 is a right back gust schematic view of the embodiment of fig. 1 of the present application.
FIG. 12 is a schematic illustration of the definition of the angle α between the wing and the gust of the embodiment of FIG. 1 of the present application.
FIG. 13 is a control surface control schematic for reducing left forward gusts and wing angles in the present application.
FIG. 14 is a schematic flow diagram of a wing of the present application after the angle between the wing and the gust has been reduced to within a control threshold.
Fig. 15 is a graph showing the absolute gust aerodynamic force reduction curve of the gust wing of the present application with the angle reduced from 45 ° to 0.
Fig. 16 is a graph of the relative absolute gust aerodynamic force reduction of the gust wing angle of the present application from 45 ° to 0.
Detailed Description
For the purposes, technical solutions and advantages of the present application, the following describes the technical solutions in the embodiments of the present application in more detail with reference to the drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all, of the embodiments of the present application. The embodiments described below by referring to the drawings are exemplary and intended for the purpose of explaining the present application and are not to be construed as limiting the present application. All other embodiments, based on the embodiments herein, which would be apparent to one of ordinary skill in the art without undue burden are within the scope of the present application. Embodiments of the present application will be described in detail below with reference to the accompanying drawings.
In the vertical take-off and landing stage of the tail-seated aircraft, the wings and the fuselage are in a vertical state. The horizontal wind generates larger interference aerodynamic force on the wing, which is unfavorable for the control of the lifting track and the gesture. By arranging the pressure sensors on the wings, the direction of the gust is identified, firstly, the front and back directions of the gust encountered by the vertical take-off and landing of the tail-seated aircraft are identified, and secondly, the left and right directions of the gust are identified on the basis of the identification of the front and back directions. The control surface left-right differential elevating aileron is controlled, so that the airplane generates a deflection moment around the axis of the airplane body, and the direction of the deflection moment is towards the direction of decreasing the included angle between the wing and the horizontal wind. Under the action of the deflection moment, the directions of the wing and the gust are reduced until the directions are reduced to zero, so that the interference aerodynamic force of the gust on the wing is reduced, and the wind resistance of the tail-seated aircraft in the vertical take-off and landing stage is improved.
The application provides a vertical take-off and landing control method for a tail-seated aircraft, which mainly comprises the following steps:
s1, acquiring static pressure difference values of sensors arranged on two plate surfaces of a wing;
s2, determining the front and rear directions of the gusts borne by the aircraft wings according to the static pressure difference value;
s3, determining the left-right direction of the gust borne by the aircraft wing according to a plurality of sensors arranged at the wing tips of the wing, and determining the included angle between the wing and the gust;
and S4, generating a deflection moment for deflecting the wing in a direction of reducing the included angle between the wing and the gust in the vertical take-off process of the tail-seated aircraft, and controlling the deflection of the wing.
In some alternative embodiments, in step S1, static pressure sensors are disposed on the front and rear faces of the wings on both sides of the aircraft, and two static pressure sensors on the front and rear faces of the wings on the same side are connected to a differential pressure sensor.
Referring to fig. 1 to 3, in fig. 1, the tailplane includes a left wing 1 and a right wing 2, a left lift aileron 3 is disposed under the left wing 1, a right lift aileron 4 is disposed under the corresponding right wing 2, fig. 2 is a side view of fig. 1, which shows a front vertical fin 5 and a rear vertical fin 6 in the front-rear direction of the plane, a rudder 7 on the front vertical fin is disposed under the front vertical fin 5, and a rudder 8 on the rear vertical fin is disposed under the rear vertical fin 6. In addition, in fig. 1, the left landing gear 9 and the right landing gear 10 are also shown, the fuselage axis 39 of the aircraft. In fig. 2, a front landing gear 11 and a rear landing gear 12 are shown. In fig. 1 and 2, a lifting support plane 13 is also included. In fig. 3, the aircraft comprises three propeller blades, a first propeller blade 14, a second propeller blade 15 and a third propeller blade 16, respectively.
The static pressure sensors are arranged on the front and rear plate surfaces of wings on two sides of an airplane, as shown in fig. 4 and 5, the static pressure sensors are respectively pressure measuring tubes 17 of front static pressure measuring points of the left wing, and static pressures of the measuring points are defined as follows: p17; a manometric tube 18 at the aft static pressure measurement point of the left wing, the static pressure of this measurement point being defined as: p18; differential pressure sensor 19 of left wing measurement points 17 and 18, the differential pressure sensor input is defined as: dP17m18=p17-p18; a manometric tube 20 for the right wing forward static pressure measurement point, the static pressure of which is defined as: p20; a manometric tube 21 for the aft static pressure measurement point of the right wing, the static pressure of this measurement point being defined as: p21; differential pressure sensor 22 of left wings 20 and 21, the differential pressure sensor input is defined as: dP20m21=p20-p21.
In step S2, determining the fore-aft direction of the gust on the aircraft wing according to the static pressure difference value includes:
a) If the following conditions are satisfied at the same time:
dP17m18＞0；
dP20m21＞0；
absolute value of dP17m 18: abs (dP 17m 18) > Pthreshold;
absolute value of dP20m 21: abs (dP 20m 21) > Pthreshold;
it is determined that the direction of the gust is from front to back.
b) If the following condition is satisfied:
dP17m18＜0；
dP20m21＜0；
absolute value of dP17m 18: abs (dP 17m 18) > Pthreshold;
absolute value of dP20m 21: abs (dP 20m 21) > Pthreshold;
it is determined that the direction of the gust is from back to front.
Where Pthreshold is the absolute value of the differential pressure minimum tolerance, which represents the judgment sensitivity, the smaller the value, the higher the sensitivity. The range of values may be adjusted with sensitivity requirements, such as taking: 50Pa.
In some alternative embodiments, in step S3, four static pressure sensors are disposed at the wingtip of each wing, where the four static pressure sensors are disposed in four directions of front, rear, left and right on the same horizontal plane of the wingtip when the aircraft is in vertical take-off and landing.
In some alternative embodiments, four static pressure sensors are fixed at the wing tips through pressure detection rods, and the pressure detection rods are provided with static pressure holes in four directions, namely front, back, left and right, and each static pressure hole passes through the static pressure sensor and the inside of the static pressure pipe connector.
In the embodiment, two groups of static pressure sensors are installed through a pressure detection rod, as shown in fig. 6, a schematic diagram of a sensor of a wing tip of a left wing is shown, and the sensor comprises a first static pressure hole of the pressure detection rod of the wing tip of the left wing and a static pressure pipe 23; the output of the first static pressure sensor 24 of the left wing tip pressure detection lever is defined as: p24; a second hydrostatic port and static pressure tube 25 of the left wing tip pressure probe; the output of the second static pressure sensor 26 of the left wing tip pressure probe is defined as: p26; a third hydrostatic port and static pressure tube 27 of the left wing tip pressure probe; the output of the third static pressure sensor 28 of the left wing tip pressure probe is defined as: p28; a fourth hydrostatic port and static pressure tube 29 of the left wing tip pressure probe; the output of the fourth static pressure sensor 30 of the left wing tip pressure detection lever is defined as: p30.
FIG. 7 shows a schematic view of a sensor for a right wing tip, including a first hydrostatic port of a right wing tip pressure probe and a hydrostatic tube 31; the output of the first static pressure sensor 32 of the right wing tip pressure probe is defined as: p32; a second hydrostatic port and static pressure tube 33 of the right wing tip pressure probe; the output of the second static pressure sensor 34 of the right wing tip pressure probe is defined as: p34; a third hydrostatic port and static pressure tube 35 of the right wing tip pressure probe; the output of the third static pressure sensor 36 of the right wing tip pressure probe is defined as: p36; a fourth hydrostatic port and static pressure tube 37 of the right wing tip pressure probe; the output of the fourth static pressure sensor 38 of the right wing tip pressure lever is defined as: p38.
In step S3, identifying the left-right direction of the gust mainly includes:
a) If the direction of the gust is from front to back
If it meets the following conditions: p24 > P26 and P32 > P34, then the direction of the gust is determined to be left front. The flow mechanism is shown in FIG. 8.
If it meets the following conditions: p24 < P26 and P32 < P34, then the direction of the gust is determined to be right front. The flow mechanism is shown in FIG. 8.
b) If the direction of the gust is from back to front
If it meets the following conditions: p30 > P28, and P38 > P36, then the direction of the gust is determined to be left rear. The flow mechanism is shown in FIG. 10.
If it meets the following conditions: p30 < P28, and P38 < P36, then the direction of the gust is determined to be right rear. The flow mechanism is shown in FIG. 11.
In some alternative embodiments, in step S4, generating the yaw moment includes:
and controlling the deflection of the rear edges of the lifting ailerons at the left side and the right side of the aircraft in the front-back direction to generate deflection moment for enabling the left wing and the right wing to move in opposite directions.
In some alternative embodiments, in step S4, generating the yaw moment includes:
and controlling the deflection of the rudders on the front and rear vertical tails of the aircraft in the left and right directions to generate deflection moment for enabling the left wing and the right wing to move in opposite directions.
In step S4, the yaw moment for reducing the included angle between the wing and the wind direction is generated by controlling, which specifically includes:
a) For left front gusts and right rear gusts, a yaw moment is generated around the axis of the fuselage by the steering means to cause the right wing to face rearward and the left wing to face forward. Means for generating the above yaw moment to move the right wing back and forth and the left wing forward, including but not limited to the following methods:
the method comprises the following steps: the rear edge of the left lifting aileron 3 deflects backwards, the rear edge of the right lifting aileron 4 rotates forwards, and a deflection moment for enabling the right wing to move backwards and forwards is generated under the action of downward slip flow of the propeller.
The second method is as follows: the rear edge of the front vertical rudder 7 deflects leftwards, the rear edge of the rear rudder 8 deflects rightwards, and a deflection moment for enabling the right wing to backwards, leftwards and forwards is generated under the action of downward slip flow of the propeller.
b) For the right front gust and the left rear gust, a yaw moment is generated around the axis of the fuselage by an operating means, so that the left wing is backwards and the right wing is forwards. Means for generating the above yaw moment to cause the left wing to deflect rearward and right wing forward, including but not limited to the following:
the method comprises the following steps: the rear edge of the left elevating aileron 3 deflects forward, the rear edge of the right elevating aileron 4 rotates backward, and under the action of downward slip flow of the propeller, a deflection moment for leading the left wing to move backward and the right wing forward is generated.
The second method is as follows: the rear edge of the front vertical rudder 7 deflects rightward, the rear edge of the rear rudder 8 deflects leftward, and a deflection moment for leading the left wing to the rear right wing forward is generated under the action of downward slip flow of the propeller.
In this embodiment, the included angle α between the wing and the gust direction is defined as follows: the straight line passing through the center of the propeller and parallel to the direction of the gust forms an acute angle with the right wing. For a left forward gust, the angle alpha between the wing and the gust direction is shown in figure 12. Under the action of the deflection moment, the included angle between the wing and the gust is gradually reduced.
When the following condition is satisfied: absolute value abs of dP17m18 (dP 17m 18). Ltoreq.Pthreshold, and absolute value of dP20m 21: abs (dP 20m 21) is less than or equal to Pthreshold, the generation of deflection moment for reducing the included angle between the wing and the wind direction is stopped, and the increment of deflection of the control surface for generating the deflection moment is assigned to zero. At the moment, the included angle between the wing and the gust is reduced, so that wind disturbance aerodynamic force of the gust on the wing is reduced, and the gust disturbance aerodynamic force of the gust on the tail-seated aircraft is reduced.
In some alternative embodiments, in step S4, the vertical takeoff process of the tail-seated aircraft includes a climbing process from the ground to the air where the aircraft climbs to a height difference of 200 times the length of the fuselage, or a reverse landing process.
In alternative embodiments, other characteristic lengths, such as the length of the fuselage, the span length and the like, can be adopted, and in particular, the vertical take-off process starts from flying from the parking place to climbing to the end of 200 times of the characteristic length (the maximum value of the length of the fuselage, the height of the fuselage and the wing span length) of the height difference between the flying and the parking place; the vertical descent process begins with a 200 times characteristic length from the landing site to the end of the aircraft landing at the landing site.
The included angles between the power device and the wing (except the control surface) and the fuselage are unchanged; in the vertical take-off and landing stage, the wing is in a vertical state and does not generate lift force; the vertical take-off and landing is accomplished by the engine pulling/pushing force against gravity.
Specific examples are as follows.
Wing area: s=10 square meters;
total takeoff weight: m=2000 kg;
the machine span is long: l=10m;
the aircraft encounters 10-level wind (wind speed is 28.5 m/s) in the vertical take-off and landing process, and takes the direction of the gust wind as the left front direction, wherein the included angle alpha=45° (alpha is defined by a schematic diagram and is shown in fig. 12) for illustration.
The tail-seated aircraft of this case encounters the gusts described above during the vertical takeoff and landing phases, such as when the inventive technique is not employed. The aircraft is subjected to a disturbing aerodynamic force f=6925n, and the ratio of disturbing aerodynamic force to total take-off gravity n=0.353. Because the wind disturbance aerodynamic forces of the left and right wings are symmetrical, the gravity moment of the wind disturbance aerodynamic force of the left and right wings is zero, and the included angle alpha between the wings and the wind direction is always kept at 45 degrees, as shown in fig. 12.
If the technology of the invention is adopted, the steps for reducing the aerodynamic force of the gust interference when the gust is also encountered in the vertical take-off and landing stage of the tail-seated aircraft in the case are as follows:
first, the front-rear direction of wind is identified:
the wind direction is confirmed to be forward since the following conditions are satisfied at the same time.
dP17m18＞0；
dP20m21＞0；
Absolute value of dP17m 18: abs (dP 17m 18) > Pthreshold;
absolute value of dP20m 21: abs (dP 20m 21) > Pthreshold;
second, the left and right direction of the wind is identified
On the basis of confirming the forward wind, the following conditions are satisfied at the same time, and the wind direction is confirmed to be the left direction.
P24 > P26, and P32 > P34.
And thirdly, generating a control moment for reducing the included angle between the wing and the wind.
The left lift tab trailing edge is deflected 45 rearward and the right lift tab trailing edge is deflected 45 forward as shown in figure 13. Under the action of the slip stream of the propeller, the left lifting aileron generates a front operating force; the right lifting aileron generates a backward operating force; the left and right lift ailerons generate steering moment around the axis of the airframe to enable the left wing to move forward and backward.
Fourth, the included angle between the wing and wind is reduced
Under the action of the moment, the included angle alpha between the wing and the gust is gradually reduced from 45 degrees, as shown in fig. 14, and the wind disturbance aerodynamic force F is reduced from 6925N to 2985N, as shown in fig. 15; the relative wind disturbance aerodynamic coefficient f decreases from 0.436 to 0.152, as in fig. 16; as the wing angle to the wind decreases, the absolute value of dP17m18 and the absolute value of dP20m21 gradually decrease until the following condition is satisfied:
absolute value of dP17m 18: abs (dP 17m 18) is less than or equal to Pthreshold;
and absolute value of dP20m 21: abs (dP 20m 21) is less than or equal to Pthreshold.
And stopping generating the deflection moment for reducing the included angle between the wing and the wind direction, and assigning zero to the increment of the deflection of the control surface for generating the deflection moment.
The control method for the vertical take-off and landing of the tail-seated aircraft, provided by the invention, can reduce the gust interference in the vertical take-off and landing process of the tail-seated aircraft, and has the following beneficial effects:
1. the aerodynamic force of the gust interference is reduced, and the vertical take-off and landing track and the gesture control precision of the tail-seated aircraft are improved.
In the vertical take-off and landing state, horizontal wind disturbance aerodynamic force in any direction is random system external disturbance to the flight control system. The larger the wind disturbance aerodynamic force is, the lower the vertical take-off and landing track and the control precision is. Compared with a tail-seated aircraft with a symmetrical wing configuration, the invention adopts the technology of the asymmetrical wing configuration, can reduce the interference of gusts to aerodynamic force, reduce external disturbance of a flight control system in a take-off and landing state, and improve the vertical take-off and landing track and the gesture control precision of the tail-seated aircraft.
2. The wind harassment aerodynamic force is reduced, and the extra power of the engine consumed for resisting the wind harassment aerodynamic force is reduced.
In the vertical take-off and landing state, aerodynamic force generated by horizontal wind disturbance is needed to change the push/pull direction of an engine by deflecting a control surface or adjusting the attitude of an airplane, and forces with equal magnitude and opposite directions are generated to balance the forces. The greater the wind harassment aerodynamic force, the more tension is lost to balance the wind harassment aerodynamic force, and the greater the engine power consumed. Compared with a tail-seated aircraft with a symmetrical wing configuration, the invention adopts the asymmetrical wing configuration technology, and reduces the engine power consumed for resisting wind disturbance aerodynamic force.
Having thus described the technical aspects of the present application with reference to the preferred embodiments illustrated in the accompanying drawings, it should be understood by those skilled in the art that the scope of the present application is not limited to the specific embodiments, and those skilled in the art may make equivalent changes or substitutions to the relevant technical features without departing from the principles of the present application, and those changes or substitutions will now fall within the scope of the present application.
Claims (9)
1. A method for controlling vertical take-off and landing of a tailed aircraft, comprising:
s1, acquiring static pressure difference values of sensors arranged on two plate surfaces of a wing;
s2, determining the front and rear directions of the gusts borne by the aircraft wings according to the static pressure difference value;
s3, determining the left-right direction of the gust borne by the aircraft wing according to a plurality of sensors arranged at the wing tips of the wing, and determining the included angle between the wing and the gust;
and S4, generating a deflection moment for deflecting the wing in a direction of reducing the included angle between the wing and the gust in the vertical take-off and landing process of the tail-seated aircraft, and controlling the deflection of the wing.
2. The method for controlling vertical take-off and landing of a tail-seated aircraft according to claim 1, wherein in step S1, static pressure sensors are disposed on the front and rear faces of the wings on both sides of the aircraft, and both the static pressure sensors on the front and rear faces of the wings on the same side are connected to a differential pressure sensor.
3. The method of claim 2, further comprising, prior to step S4, generating a yaw moment when the static pressure difference obtained by the two differential pressure sensors is greater than a set value.
4. A method of controlling vertical take-off and landing of a tail boom as claimed in claim 3, wherein said set point is 50Pa.
5. The method for controlling vertical take-off and landing of a tailed aircraft according to claim 1, wherein in step S3, four static pressure sensors are disposed at the wingtip of each wing, and when the aircraft is in vertical take-off and landing, the four static pressure sensors are disposed in four directions of front, rear, left and right of the same horizontal plane of the wingtip.
6. The method for controlling the vertical take-off and landing of a tail-seated aircraft according to claim 5, wherein the four static pressure sensors are fixed at the wing tips of the wings through pressure detection rods, and the pressure detection rods are provided with static pressure holes in four directions, namely front, back, left and right, and each static pressure hole is connected with the static pressure sensor inside the static pressure hole through a static pressure pipe.
7. The method of controlling vertical take-off and landing of a tail boom as set forth in claim 1, wherein in step S4, generating a yaw moment includes:
and controlling the deflection of the rear edges of the lifting ailerons at the left side and the right side of the aircraft in the front-back direction to generate deflection moment for enabling the left wing and the right wing to move in opposite directions.
8. The method of controlling vertical take-off and landing of a tail boom as set forth in claim 1, wherein in step S4, generating a yaw moment includes:
and controlling the deflection of the rudders on the front and rear vertical tails of the aircraft in the left and right directions to generate deflection moment for enabling the left wing and the right wing to move in opposite directions.
9. The method for controlling vertical take-off and landing of a tail-seated aircraft according to claim 1, wherein in step S4, the vertical take-off and landing process of the tail-seated aircraft includes a climbing process from the ground to an air where the aircraft climbs up to a height difference of 200 times the length of the fuselage, or a reverse landing process.
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