CN113232846A - Flap control method and system - Google Patents

Flap control method and system Download PDF

Info

Publication number
CN113232846A
CN113232846A CN202110546039.3A CN202110546039A CN113232846A CN 113232846 A CN113232846 A CN 113232846A CN 202110546039 A CN202110546039 A CN 202110546039A CN 113232846 A CN113232846 A CN 113232846A
Authority
CN
China
Prior art keywords
deflection
edge flap
amplitude
deflection amplitude
rotor
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.)
Granted
Application number
CN202110546039.3A
Other languages
Chinese (zh)
Other versions
CN113232846B (en
Inventor
张夏阳
王华龙
招启军
赵国庆
王博
陈希
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nanjing University of Aeronautics and Astronautics
Original Assignee
Nanjing University of Aeronautics and Astronautics
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Nanjing University of Aeronautics and Astronautics filed Critical Nanjing University of Aeronautics and Astronautics
Priority to CN202110546039.3A priority Critical patent/CN113232846B/en
Publication of CN113232846A publication Critical patent/CN113232846A/en
Application granted granted Critical
Publication of CN113232846B publication Critical patent/CN113232846B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/04—Helicopters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/54—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement
    • B64C27/72—Means acting on blades
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/54—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement
    • B64C27/72—Means acting on blades
    • B64C2027/7205—Means acting on blades on each blade individually, e.g. individual blade control [IBC]
    • B64C2027/7261—Means acting on blades on each blade individually, e.g. individual blade control [IBC] with flaps
    • B64C2027/7266—Means acting on blades on each blade individually, e.g. individual blade control [IBC] with flaps actuated by actuators

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Toys (AREA)

Abstract

The invention relates to a flap control method and system. The control method comprises the following steps: acquiring the flight speed of a helicopter; determining a control parameter value of a trailing edge flap and a control parameter value of a leading edge flap according to the flight speed, wherein the control parameter values comprise a deflection amplitude and a deflection direction; controlling the deflection of the trailing edge flap according to the control parameter value of the trailing edge flap; controlling the leading edge flap deflection in dependence on a control parameter value of the leading edge flap. The invention enables the disadvantageous consequences of vibration control by means of trailing edge flaps only to be alleviated.

Description

Flap control method and system
Technical Field
The invention relates to the field of flap control, in particular to a flap control method and system.
Background
Helicopters have rotating parts such as rotors, tail rotors, engines, and transmissions that, when in operation, produce alternating loads that can be a source of vibration for the helicopter. The excitation forces of these sources act on the body structure to cause the body to vibrate. The body vibrations affect the comfort of the driver and passengers, as well as the fatigue life of the body structure and the normal operation of the instrumentation. The excitation force generated by the rotor is the largest among the rotating parts, so how to reduce the rotor vibration is an important ring in the design of the helicopter.
The technology of reducing the rotor vibration applied to the helicopter at present mainly comprises two types of passive control and active control, wherein the earliest researchers mainly concentrate on the passive control, and the passive control mainly inhibits the rotor vibration by adding a vibration absorber or changing the structural parameters of a rotor blade, however, the additional mass brought by adding the vibration absorber to the rotor is larger; methods for changing structural parameters of a rotor blade, such as researching a new blade airfoil, discussing an optimal distribution rule of the thickness extension direction of the blade, a new blade shape and the like, are developed into bottlenecks. Therefore, active control methods are forthcoming due to the limitations of passive control. Among them, active control of helicopter rotor vibration through trailing edge flaps is a major hot spot of current research.
The trailing edge flap is required to deflect relative to the blade when the trailing edge flap is used for vibration control, and the deflection amplitude of the trailing edge flap is large in order to achieve a specified vibration level in a partial flight state of the helicopter, so that the consumed power of a helicopter rotor is large; the blade is an elastic body and is in a high-speed motion state, torsion and bending deformation of the blade can be inevitably caused after the trailing edge flap deflects, the trailing edge flap only indirectly influences the aerodynamic environment of the leading edge, and the vibration problem caused by dynamic stall generated on the leading edge of the airfoil profile is difficult to alleviate only through the trailing edge flap.
In summary, vibration control by means of the trailing edge flap alone results in a helicopter rotor that consumes a lot of power, causes torsion and bending deformations of the blade itself and induces rotor vibrations.
Disclosure of Invention
The invention aims to provide a flap control method and a flap control system, which can relieve the adverse effect caused by the vibration control only through a trailing edge flap.
In order to achieve the purpose, the invention provides the following scheme:
a method of controlling a flap, comprising:
acquiring the flight speed of a helicopter;
determining a control parameter value of a trailing edge flap and a control parameter value of a leading edge flap according to the flight speed, wherein the control parameter values comprise a deflection amplitude and a deflection direction;
controlling the deflection of the trailing edge flap according to the control parameter value of the trailing edge flap;
controlling the leading edge flap deflection in dependence on a control parameter value of the leading edge flap.
Optionally, determining a control parameter value of the trailing edge flap according to the flying speed specifically includes:
if the flying speed is in a first set range and on the forward side of the rotor wing, the deflection amplitude of the trailing edge flap is S, and the deflection direction is anticlockwise; if the flying speed is in a first set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is S, and the deflection direction is clockwise; (ii) a
If the flying speed is in a second set range and on the forward side of the rotor wing, the deflection amplitude of the trailing edge flap is M, and the deflection direction is anticlockwise; if the flying speed is in a second set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is M, and the deflection direction is clockwise;
if the flying speed is in a third set range and on the forward side of the rotor wing, the deflection amplitude of the trailing edge flap is G, and the deflection direction is anticlockwise; and if the flying speed is in a third set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is G, the deflection direction is clockwise, S is more than M and less than G, wherein S is a first set deflection amplitude, M is a second set deflection amplitude, and G is a third set deflection amplitude.
Optionally, determining a control parameter value of the leading edge flap according to the flight speed specifically includes:
if the flying speed is in a first set range and moves ahead in the rotor wingWhen the wing rotor is in the side-by-side state, the deflection amplitude and the deflection direction of the leading edge flap are both 0, and if the flight speed is in the first set range and the wing rotor is in the back-running state, the deflection amplitude of the leading edge flap is 0
Figure BDA0003073682400000021
The deflection direction is anticlockwise;
if the flight speed is within a second set range and on the forward side of the rotor, the deflection amplitude of the leading-edge flap is
Figure BDA0003073682400000022
The deflection direction is clockwise, and if the flight speed is within a second set range and on the rotor tail side, the deflection amplitude of the leading-edge flap is
Figure BDA0003073682400000023
The deflection direction is anticlockwise;
if the flight speed is in the third set range and on the rotor advancing side, the deflection amplitude of the leading-edge flap
Figure BDA0003073682400000031
The deflection direction is clockwise, and if the flight speed is within a third set range and on the rotor tail side, the deflection amplitude of the leading-edge flap is
Figure BDA0003073682400000032
The deflection direction is counter clockwise, wherein S is a first set deflection amplitude.
Optionally, determining a control parameter value of the leading edge flap according to the flight speed, specifically comprising;
determining a level of a target problem based on the airspeed, the target problem including at least one of a dynamic stall problem, a power consumption problem, and a buckling deformation problem;
determining a control parameter value for the leading-edge flap in dependence on the level of the target problem.
Optionally, the determining the level of the target problem according to the flying speed specifically includes:
if the flying speed is in a first set range, the power consumption problem in the target problem is a first grade, the bending deformation problem is a first grade, and the dynamic stall problem is a first grade;
if the flying speed is in a second set range, the power consumption problem in the target problem is in a second grade, the bending deformation problem is in a first grade, and the dynamic stall problem is in a first grade;
and if the flying speed is in a third set range, the power consumption problem in the target problem is in a third grade, the bending deformation problem is in a first grade, and the dynamic stall problem is in a third grade.
Optionally, the determining a control parameter value of the leading edge flap according to the level of the target problem specifically includes:
when the target problem is a dynamic stall problem, the level of the dynamic stall problem is a first level and the target problem is on the advancing side of the rotor, the deflection amplitude and the deflection direction of the leading edge flap are both 0; when the target problem is a dynamic stall problem, the level of the dynamic stall problem is a first level and the target problem is on the tail side of the rotor, the deflection amplitude of the leading edge flap is S, and the deflection direction is anticlockwise;
when the target problem is a dynamic stall problem, the level of the dynamic stall problem is a second level and the target problem is on the forward side of the rotor, the deflection amplitude and the deflection direction of the leading edge flap are both 0; when the target problem is a dynamic stall problem, the level of the dynamic stall problem is a second level and the target problem is on the tail side of the rotor, the deflection amplitude of the leading edge flap is M, and the deflection direction is anticlockwise;
when the target problem is a dynamic stall problem, the level of the dynamic stall problem is a third level and the target problem is on the advancing side of the rotor, the deflection amplitude and the deflection direction of the leading edge flap are both 0; when the target problem is a dynamic stall problem, the level of the dynamic stall problem is a third level and the target problem is on the tail side of the rotor, the deflection amplitude of the leading edge flap is G, and the deflection direction is anticlockwise; wherein S is a first set deflection amplitude, M is a second set deflection amplitude, G is a third set deflection amplitude, and S is more than M and less than G.
Optionally, the determining a control parameter value of the leading edge flap according to the level of the target problem specifically includes:
when the target problem is a power consumption problem, the level of the power consumption problem is a first level and is on the forward side of the rotor, the deflection amplitude of the leading edge flap is S, the deflection direction is clockwise, and when the target problem is a power consumption problem, the level of the power consumption problem is a first level and is on the backward side of the rotor, the deflection amplitude of the leading edge flap is S, and the deflection direction is counterclockwise;
when the target problem is a power consumption problem, the grade of the power consumption problem is a second grade and the target problem is on the forward side of the rotor wing, the deflection amplitude of the leading edge flap is M, and the deflection direction is clockwise; when the target problem is a power consumption problem, the grade of the power consumption problem is a second grade and the target problem is on the backward side of the rotor wing, the deflection amplitude of the leading edge flap is M, and the deflection direction is anticlockwise;
when the target problem is a power consumption problem, the power consumption problem is of a third grade and is on the forward side of the rotor, the deflection amplitude of the leading edge flap is G, and the deflection direction is clockwise; and when the target problem is a power consumption problem, the power consumption problem is of a third grade and is on the backward side of the rotor wing, the deflection amplitude of the leading edge flap is G, the deflection direction is anticlockwise, and S is more than M and less than G, wherein S is a first set deflection amplitude, M is a second set deflection amplitude, and G is a third set deflection amplitude.
Optionally, the determining a control parameter value of the leading edge flap according to the level of the target problem specifically includes:
when the target problem is a bending deformation problem, the grade of the bending deformation problem is a first grade and the target problem is on the forward side of the rotor wing, the deflection amplitude of the leading edge flap is S, and the deflection direction is anticlockwise; when the target problem is a bending deformation problem, the grade of the bending deformation problem is a first grade and the target problem is on the backward side of the rotor wing, the deflection amplitude of the leading edge flap is S, and the deflection direction is clockwise;
when the target problem is a bending deformation problem, the grade of the bending deformation problem is a second grade and the target problem is on the forward side of the rotor wing, the deflection amplitude of the leading edge flap is M, and the deflection direction is anticlockwise; when the target problem is a bending deformation problem, the grade of the bending deformation problem is a second grade and the target problem is on the backward side of the rotor wing, the deflection amplitude of the leading edge flap is M, and the deflection direction is clockwise;
when the target problem is a bending deformation problem, the bending deformation problem is of a third grade, and the target problem is at the advancing side of the rotor wing, the deflection amplitude of the leading edge flap is G, and the deflection direction is anticlockwise; when the target problem is a buckling deformation problem, the level of the buckling deformation problem is a third level and on the rotor wing back-row side, the deflection amplitude of the leading edge flap is G, the deflection direction is clockwise, wherein S is a first set deflection amplitude, M is a second set deflection amplitude, G is a third set deflection amplitude, and S < M < G.
A control system for a flap, comprising:
the acquiring module is used for acquiring the flight speed of the helicopter;
the control parameter determining module is used for determining a control parameter value of the trailing edge flap and a control parameter value of the leading edge flap according to the flight speed, wherein the control parameter values comprise a deflection amplitude and a deflection direction;
the trailing edge flap control module is used for controlling the deflection of the trailing edge flap according to the control parameter value of the trailing edge flap;
a leading edge flap control module for controlling the leading edge flap deflection according to a control parameter value of the leading edge flap.
Optionally, the control parameter determining module includes:
the first trailing edge parameter determining unit is used for determining that the deflection amplitude of a trailing edge flap is S and the deflection direction is anticlockwise when the flight speed is in a first set range and on the forward side of a rotor wing; if the flying speed is in a first set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is S, and the deflection direction is clockwise;
the second trailing edge parameter determining unit is used for determining that the deflection amplitude of a trailing edge flap is M and the deflection direction is anticlockwise when the flight speed is in a second set range and on the forward side of the rotor wing; if the flying speed is in a second set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is M, and the deflection direction is clockwise;
a third trailing edge parameter determination unit, configured to determine that the deflection amplitude of the trailing edge flap is G and the deflection direction is counterclockwise if the flight speed is within a third set range and on the rotor forward side; and if the flying speed is in a third set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is G, the deflection direction is clockwise, S is more than M and less than G, wherein S is a first set deflection amplitude, M is a second set deflection amplitude, and G is a third set deflection amplitude.
According to the specific embodiment provided by the invention, the invention discloses the following technical effects: according to the invention, the deflection amplitude and deflection direction of the trailing edge flap and the leading edge flap are controlled through the flight speed of the helicopter, and the leading edge flap and the trailing edge flap are controlled at the same time, so that the adverse result brought by vibration control only through the trailing edge flap is relieved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without inventive exercise.
FIG. 1 is a schematic view of a blade shaft with leading edge flaps and trailing edge flaps provided by an embodiment of the present invention;
FIG. 2 is a flow chart of a method of controlling a flap provided by an embodiment of the present invention;
FIG. 3 is a schematic representation of the control strategy for the trailing edge flaps in different flight states, according to an exemplary embodiment of the invention;
FIG. 4 is a schematic illustration of the operating strategy for leading and trailing edge flaps with a flight speed within a first set range provided by an embodiment of the invention;
FIG. 5 is a schematic illustration of the operating strategy for leading and trailing edge flaps with a flight speed within a second set range provided by an embodiment of the invention;
FIG. 6 is a schematic illustration of the operating strategy for leading and trailing edge flaps with a third range of setting for the speed of flight provided by an embodiment of the invention;
FIG. 7 is a block diagram of a control system for a flap provided by an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
In fig. 1, a is a blade, b is a leading edge flap, c is a trailing edge flap, and a left dashed frame is a cross-sectional view of a blade portion with the leading edge flap and the trailing edge flap, wherein the leading edge flap and the trailing edge flap are respectively deflected around a certain fixed axis. In the present embodiment, for the inherent deficiency of the prior art in which vibration control is performed only through a trailing edge flap, in consideration of the advantage of active control of the leading edge flap, on the basis of performing control by using the trailing edge flap, a method for suppressing vibration of a rotor through coordinated control of the leading edge flap and the trailing edge flap is provided, which not only can effectively reduce the vibration problem of the rotor, but also can make up the inherent deficiency of vibration control only through the trailing edge flap, as shown in fig. 2, the method includes:
step 101: and acquiring the flight speed of the helicopter. The airspeed head is used to measure the flight speed of the helicopter.
Step 102: and determining the control parameter value of the trailing edge flap and the control parameter value of the leading edge flap according to the flight speed. The control parameter values include a deflection amplitude and a deflection direction.
Step 103: controlling the trailing edge flap deflection according to the control parameter value of the trailing edge flap.
Step 104: controlling the leading edge flap deflection in dependence on a control parameter value of the leading edge flap.
Fig. 3 briefly describes a simple actuation strategy of the trailing edge flap in different flight states, the arrow pointing to the shape state of the trailing edge flap during deflection, the principle being: the flapping motion at the rotor wing forward side can generate low head moment on the airfoil profile, at the moment, the trailing edge flap deflects anticlockwise, so that the flow from the lower surface of the flap part of the trailing edge of the airfoil profile to the trailing edge of the airfoil profile is increased relative to the upper surface, the flow velocity of the lower surface is increased, the pressure is reduced, and a downward force is generated at the flap part of the trailing edge relative to the original configuration to provide a head-up moment; the aerodynamic angle of attack of the airfoil profile is larger at the backward side of the rotor wing due to the aerodynamic environment, and the effective camber is increased by clockwise deflection of the trailing edge flap so as to reduce the requirement of the aerodynamic angle of attack; meanwhile, because the vibration of the helicopter rotor can be continuously increased along with the increase of the forward flying speed, the deflection amplitude of the trailing edge flap can also be continuously increased along with the increase of the forward flying speed: when the helicopter is in a low-speed forward flight state, the deflection amplitude of the trailing edge flap is S, when the helicopter is in a medium-speed forward flight state, the deflection amplitude of the trailing edge flap is M, and when the helicopter is in a high-speed forward flight state, the deflection amplitude of the trailing edge flap is G. In practical application, the specific process of obtaining the control parameter value for determining the trailing edge flap according to the flying speed based on the purpose of vibration damping and the principle is as follows:
as shown in fig. 4, if the flight speed is within a first set range (low speed forward flight), the deflection amplitude of the trailing edge flap is S (in a regular manner) on the forward side of the rotor
Figure BDA0003073682400000071
The sine wave of (a) is deflected), the deflection direction is counterclockwise; on the rotor tail side, the deflection amplitude of the trailing edge flap is S, and the deflection direction is clockwise.
If the flight speed is within a second set range (medium speed forward flight), the trailing edge flap is on the rotor leading side, as shown in fig. 5Has a deflection amplitude of M (in a regular manner of
Figure BDA0003073682400000072
The sine wave of (a) is deflected), the deflection direction is counterclockwise; the deflection amplitude M of the trailing edge flap is clockwise in the direction of deflection on the rotor tail side.
As shown in fig. 6, if the flight speed is within the third set range (high speed forward flight), the deflection amplitude of the trailing edge flap is G (in a regular manner) on the forward side of the rotor
Figure BDA00030736824000000811
The sine wave of (a) is deflected), the deflection direction is counterclockwise; when the rotor wing is at the backward running side, the deflection amplitude of the trailing edge flap is G, the deflection direction is clockwise,
Figure BDA00030736824000000812
the azimuth angle of the blade is S < M < G, wherein S is a first set deflection amplitude, M is a second set deflection amplitude, and G is a third set deflection amplitude. Based on the blade cross-section within the dashed box in fig. 1: the leading edge flap is deflected anticlockwise to be negative and deflected clockwise to be positive; the trailing edge flap deflects to positive counterclockwise and negative clockwise; meanwhile, M is twice S, and G is three times S. And defining three states of forward flight of the helicopter by taking the cruising speed V of the helicopter as a reference. The first setting range is 0.9V or less, the second setting range is 0.9V to 1.1V, and the third setting range is 1.1V or more.
In practical application, determining the control parameter value of the leading edge flap according to the flight speed specifically comprises:
as shown in FIG. 4, if the flight speed is within the first set range, the deflection amplitude and the deflection direction of the leading-edge flap are both 0 on the forward side of the rotor and 0 on the backward side of the rotor
Figure BDA0003073682400000081
(according to the law of
Figure BDA0003073682400000082
Is deflected) in a counter-clockwise direction.
If the flight speed is within the second set range, the deflection of the leading-edge flap on the rotor leading side is of a magnitude, as shown in fig. 5
Figure BDA0003073682400000083
(according to the law of
Figure BDA0003073682400000084
Is deflected) in a clockwise direction, and the leading-edge flap is deflected with an amplitude of about one hundred eighty (five) meters on the trailing side of the rotor
Figure BDA0003073682400000085
(according to the law of
Figure BDA0003073682400000086
Is deflected) in a counter-clockwise direction.
If the flight speed is within the third set range, the deflection amplitude of the leading-edge flap is greater on the advancing side of the rotor, as shown in fig. 6
Figure BDA0003073682400000087
(according to the law of
Figure BDA0003073682400000088
Is deflected) in a clockwise direction, and the leading-edge flap is deflected with an amplitude of about one hundred eighty (five) meters on the trailing side of the rotor
Figure BDA0003073682400000089
(according to the law of
Figure BDA00030736824000000810
Is deflected) in a counter-clockwise direction, wherein S is a first set deflection amplitude.
Under the same deflection amplitude of the trailing edge flap, the influence caused by the three target problems is different in size; even if the same target problem exists, the influence caused by different deflection amplitudes of the trailing edge flap also has difference, so in practical application, the control parameter value of the leading edge flap is determined according to the flight speed, and the method specifically comprises the following steps:
determining a level of a target problem based on the airspeed, the target problem including at least one of a dynamic stall problem, a power consumption problem, and a buckling deformation problem.
Determining a control parameter value for the leading-edge flap in dependence on the level of the target problem.
In practical application, the grade of the target problem is determined according to the flight speed, and the method specifically comprises the following steps:
if the flying speed is in a first set range, the power consumption problem in the target problem is a first grade, the bending deformation problem is a first grade, and the dynamic stall problem is a first grade.
If the flying speed is in a second set range, the power consumption problem in the target problem is in a second grade, the bending deformation problem is in a first grade, and the dynamic stall problem is in a first grade.
And if the flying speed is in a third set range, the power consumption problem in the target problem is in a third grade, the bending deformation problem is in a first grade, and the dynamic stall problem is in a third grade.
In practical application, determining the control parameter value of the leading edge flap according to the grade of the target problem specifically comprises:
when the power consumption problem is a first level, the bending deformation problem is a first level, and the dynamic stall problem is a first level in the target problem, the deflection amplitude and the deflection direction of the leading-edge flap are both 0 on the forward side of the rotor (azimuth angle 0-180 degrees), and the deflection amplitude of the leading-edge flap is 0 on the backward side of the rotor (azimuth angle 180-360 degrees)
Figure BDA0003073682400000091
(according to the law of
Figure BDA0003073682400000092
Is deflected) in a counter-clockwise direction.
When the power consumption problem is the second grade, the bending deformation problem is the first grade and the dynamic stall problem is the first grade in the target problem, the deflection amplitude of the leading edge flap is equal to that of the leading edge flap on the advancing side of the rotor wing
Figure BDA0003073682400000093
(according to the law of
Figure BDA0003073682400000094
Is deflected) in a clockwise direction, and the leading-edge flap is deflected with an amplitude of about one hundred eighty (five) meters on the trailing side of the rotor
Figure BDA0003073682400000095
(according to the law of
Figure BDA0003073682400000096
Is deflected) in a counter-clockwise direction.
When the power consumption problem is in the third grade, the bending deformation problem is in the first grade and the dynamic stall problem is in the third grade in the target problem, the deflection amplitude of the leading edge flap is in the forward side of the rotor wing
Figure BDA0003073682400000101
(according to the law of
Figure BDA0003073682400000102
Is deflected) in a clockwise direction, and the leading-edge flap is deflected with an amplitude of about one hundred eighty (five) meters on the trailing side of the rotor
Figure BDA0003073682400000103
(according to the law of
Figure BDA0003073682400000104
Is deflected) in a counter-clockwise direction, wherein S is a first set deflection amplitude.
In practical application, determining the control parameter value of the leading edge flap according to the grade of the target problem specifically comprises:
when the target problem is a dynamic stall problem, the level of the dynamic stall problem is a first level and the target problem is on the advancing side of the rotor, the deflection amplitude and the deflection direction of the leading edge flap are both 0; when the target problem is a dynamic stall problem, the dynamic stall problem is of a first order and on the rotor trail side, the deflection amplitude of the leading-edge flap is S and the deflection direction is counter-clockwise.
When the target problem is a dynamic stall problem, the level of the dynamic stall problem is a second level and the target problem is on the forward side of the rotor, the deflection amplitude and the deflection direction of the leading edge flap are both 0; when the target problem is a dynamic stall problem, the dynamic stall problem is of a second order and on the rotor trail side, the deflection amplitude of the leading edge flap is M and the deflection direction is counter-clockwise.
When the target problem is a dynamic stall problem, the level of the dynamic stall problem is a third level and the target problem is on the advancing side of the rotor, the deflection amplitude and the deflection direction of the leading edge flap are both 0; when the target problem is a dynamic stall problem, the level of the dynamic stall problem is a third level and the target problem is on the tail side of the rotor, the deflection amplitude of the leading edge flap is G, and the deflection direction is anticlockwise; wherein S is a first set deflection amplitude, M is a second set deflection amplitude, G is a third set deflection amplitude, and S is more than M and less than G.
In practical application, determining the control parameter value of the leading edge flap according to the grade of the target problem specifically comprises:
when the target problem is a power consumption problem, the level of the power consumption problem is a first level and is on the rotor forward side, the deflection amplitude of the leading edge flap is S, the deflection direction is clockwise, and when the target problem is a power consumption problem, the level of the power consumption problem is a first level and is on the rotor backward side, the deflection amplitude of the leading edge flap is S, and the deflection direction is counterclockwise.
When the target problem is a power consumption problem, the grade of the power consumption problem is a second grade and the target problem is on the forward side of the rotor wing, the deflection amplitude of the leading edge flap is M, and the deflection direction is clockwise; when the target problem is a power consumption problem, the power consumption problem is of a second level, and the rotor is on the trailing side, the deflection amplitude of the leading-edge flap is M, and the deflection direction is counterclockwise.
When the target problem is a power consumption problem, the power consumption problem is of a third grade and is on the forward side of the rotor, the deflection amplitude of the leading edge flap is G, and the deflection direction is clockwise; and when the target problem is a power consumption problem, the power consumption problem is of a third grade and is on the backward side of the rotor wing, the deflection amplitude of the leading edge flap is G, the deflection direction is anticlockwise, and S is more than M and less than G, wherein S is a first set deflection amplitude, M is a second set deflection amplitude, and G is a third set deflection amplitude.
In practical application, determining the control parameter value of the leading edge flap according to the grade of the target problem specifically comprises:
when the target problem is a bending deformation problem, the grade of the bending deformation problem is a first grade and the target problem is on the forward side of the rotor wing, the deflection amplitude of the leading edge flap is S, and the deflection direction is anticlockwise; when the target problem is a buckling deformation problem, the grade of the buckling deformation problem is a first grade, and the target problem is on the backward side of the rotor wing, the deflection amplitude of the leading edge flap is S, and the deflection direction is clockwise.
When the target problem is a bending deformation problem, the grade of the bending deformation problem is a second grade and the target problem is on the forward side of the rotor wing, the deflection amplitude of the leading edge flap is M, and the deflection direction is anticlockwise; when the target problem is a buckling deformation problem, the grade of the buckling deformation problem is the second grade, and the target problem is on the backward side of the rotor wing, the deflection amplitude of the leading edge flap is M, and the deflection direction is clockwise.
When the target problem is a bending deformation problem, the bending deformation problem is of a third grade, and the target problem is at the advancing side of the rotor wing, the deflection amplitude of the leading edge flap is G, and the deflection direction is anticlockwise; when the target problem is a buckling deformation problem, the level of the buckling deformation problem is a third level and on the rotor wing back-row side, the deflection amplitude of the leading edge flap is G, the deflection direction is clockwise, wherein S is a first set deflection amplitude, M is a second set deflection amplitude, G is a third set deflection amplitude, and S < M < G.
The principle of the method provided by the embodiment is as follows:
the leading edge flap deflection mechanism that solves the power consumption problem is as follows: the tail edge flap deflects anticlockwise on the advancing side of the rotor wing to provide a head-up moment, at the moment, the tail edge flap deflects clockwise, the aerodynamic attack angle of the tail edge flap part of the front edge is increased, and an additional upward lift force is generated on the front edge relative to the original configuration, and the head-up moment is provided by the lift force, so that the deflection angle required by the tail edge flap can be reduced; the deflection of the trailing edge flap clockwise on the backward side of the rotor increases the camber of the blade, and the deflection of the leading edge flap anticlockwise at the moment is equivalent to the increase of the camber of the airfoil profile again, so that the deflection angle required by the trailing edge flap can be reduced. Meanwhile, based on Theodorsen theory, the aerodynamic hinge moment of the airfoil profile is in direct proportion to the deflection angle of the trailing edge flap, and the power consumed for operating the trailing edge flap is in direct proportion to the aerodynamic hinge moment. The power consumed by the actuation of the trailing edge flap decreases quadratically with the decrease in the deflection angle of the trailing edge flap, and the total actuation power decreases even if there is a deflection of the leading edge flap.
The leading edge flap deflection mechanism for solving the problem of bending deformation is as follows: the additional aerodynamic forces, which additionally cause a bending deformation of the blade, and the additional aerodynamic moments, which additionally cause a torsional deformation of the blade, are due to the trailing edge flap deflections. Based on the aerodynamic theory of leading edge flap deflection, no matter on the advancing side or the retreating side of the rotor, when the deflection directions of the leading edge flap and the trailing edge flap are the same, the generated aerodynamic force and aerodynamic moment are opposite to those of the trailing edge flap, and at the moment, bending and torsion caused by the trailing edge flap can be reduced or even eliminated by carrying out certain operation on the leading edge flap.
The leading edge flap deflection mechanism that solves the dynamic stall problem is as follows: since the dynamic stall phenomenon generally occurs on the rotor's trailing side, no manipulation of the leading edge flap is required on the rotor's leading side; on the backward side of the rotor wing, the dynamic stall phenomenon is caused by overlarge aerodynamic attack angle, if the leading edge flap deflects negatively, the camber of the airfoil profile is increased in a certain range, the lift-drag ratio of the airfoil is increased accordingly, the required aerodynamic attack angle is reduced under the condition of generating the same lift force, and therefore the dynamic stall phenomenon under the condition of high-speed flight of the helicopter is relieved.
When the flying speed is in a first set range, the deflection amplitude of the trailing edge flap is S: considering the power consumption problem serious level as a first level because the deflection amplitude of the trailing edge flap is S; the bending deformation problem can be effectively relieved through passive designs such as structural design, material selection and the like, so that the serious level of the bending deformation problem is considered as the first level; since the dynamic stall phenomenon mostly occurs in a high-speed forward flight state, the kink distortion problem is considered to be serious in the first order.
When the flying speed is in a second set range, the deflection amplitude of the trailing edge flap is M: considering the serious level of the power consumption problem as a second level because the deflection amplitude of the trailing edge flap is M; the severity level of the bending deformation problem is the first level for the same reasons as above; the dynamic stall problem severity level is the first level for the same reasons as above.
When the flying speed is in a third set range, the deflection amplitude of the trailing edge flap is G: considering the serious level of the power consumption problem as a third level because the deflection amplitude of the trailing edge flap is G; the severity level of the bending deformation problem is the first level for the same reasons as above; the third level of severity of the dynamic stall problem is considered to be the dynamic stall problem, since it can cause very serious vibration problems and may even cause the helicopter to tip over in high speed forward flight conditions.
The present embodiment also provides a control system for a flap corresponding to the above method, as shown in fig. 7, the system comprising:
and the acquisition module A1 is used for acquiring the flight speed of the helicopter.
And the control parameter determining module A2 is used for determining the control parameter values of the trailing edge flap and the leading edge flap according to the flight speed, wherein the control parameter values comprise a deflection amplitude and a deflection direction.
A trailing edge flap control module A3 for controlling the trailing edge flap deflection according to a control parameter value of the trailing edge flap.
A leading edge flap control module A4 for controlling the leading edge flap deflection in dependence on a control parameter value of the leading edge flap.
As an optional implementation, the control parameter determination module includes:
the first parameter determining unit is used for determining that the deflection amplitude of the trailing edge flap is S and the deflection direction is anticlockwise when the flight speed is in a first set range and on the forward side of the rotor wing; if the flying speed is in a first set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is S, and the deflection direction is clockwise; .
The second parameter determining unit is used for determining that the deflection amplitude of the trailing edge flap is M and the deflection direction is anticlockwise when the flight speed is in a second set range and on the forward side of the rotor wing; and if the flying speed is in a second set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is M, and the deflection direction is clockwise.
A third parameter determining unit, configured to determine that the deflection amplitude of the trailing edge flap is G and the deflection direction is counterclockwise if the flight speed is within a third set range and on the rotor forward side; and if the flying speed is in a third set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is G, the deflection direction is clockwise, S is more than M and less than G, wherein S is a first set deflection amplitude, M is a second set deflection amplitude, and G is a third set deflection amplitude.
The invention has the following technical effects:
(1) the leading edge flap module takes the deflection of the trailing edge flap and the forward flight speed of the helicopter as input quantities, so that the leading edge flap and the trailing edge flap can share one set of control system without redesigning.
(2) On the basis of keeping the capability of the trailing edge flap to reduce the vibration of the rotor, the use of the leading edge flap relieves the adverse effect brought by the vibration control of the trailing edge flap.
(3) Under the condition of not using the leading edge flap, the blade can restore to the original structure, and the original aerodynamic performance of the blade cannot be influenced by some additional structures.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. For the system disclosed by the embodiment, the description is relatively simple because the system corresponds to the method disclosed by the embodiment, and the relevant points can be referred to the method part for description.
The principles and embodiments of the present invention have been described herein using specific examples, which are provided only to help understand the method and the core concept of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In view of the above, the present disclosure should not be construed as limiting the invention.

Claims (10)

1. A method of controlling a flap, comprising:
acquiring the flight speed of a helicopter;
determining a control parameter value of a trailing edge flap and a control parameter value of a leading edge flap according to the flight speed, wherein the control parameter values comprise a deflection amplitude and a deflection direction;
controlling the deflection of the trailing edge flap according to the control parameter value of the trailing edge flap;
controlling the leading edge flap deflection in dependence on a control parameter value of the leading edge flap.
2. The method for controlling a flap according to claim 1, characterized in that determining the values of the control parameters of the trailing edge flap as a function of the flying speed comprises:
if the flying speed is in a first set range and on the forward side of the rotor wing, the deflection amplitude of the trailing edge flap is S, and the deflection direction is anticlockwise; if the flying speed is in a first set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is S, and the deflection direction is clockwise;
if the flying speed is in a second set range and on the forward side of the rotor wing, the deflection amplitude of the trailing edge flap is M, and the deflection direction is anticlockwise; if the flying speed is in a second set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is M, and the deflection direction is clockwise;
if the flying speed is in a third set range and on the forward side of the rotor wing, the deflection amplitude of the trailing edge flap is G, and the deflection direction is anticlockwise; and if the flying speed is in a third set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is G, the deflection direction is clockwise, S is more than M and less than G, wherein S is a first set deflection amplitude, M is a second set deflection amplitude, and G is a third set deflection amplitude.
3. The method for controlling a flap according to claim 1, characterized in that the determination of the values of the control parameters of the leading-edge flap as a function of the flying speed comprises in particular:
if the flight speed is in the first set range and on the rotor forward side, the deflection amplitude and the deflection direction of the leading-edge flap are both 0, and if the flight speed is in the first set range and on the rotor backward side, the deflection amplitude of the leading-edge flap is 0
Figure FDA0003073682390000011
The deflection direction is anticlockwise;
if the flight speed is within a second set range and on the forward side of the rotor, the deflection amplitude of the leading-edge flap is
Figure FDA0003073682390000012
The deflection direction is clockwise, and if the flight speed is within a second set range and on the rotor tail side, the deflection amplitude of the leading-edge flap is
Figure FDA0003073682390000013
The deflection direction is anticlockwise;
if the flying speed is in a third set rangeDeflection amplitude of leading-edge flap in and on the advancing side of rotor
Figure FDA0003073682390000021
The deflection direction is clockwise, and if the flight speed is within a third set range and on the rotor tail side, the deflection amplitude of the leading-edge flap is
Figure FDA0003073682390000022
The deflection direction is counter clockwise, wherein S is a first set deflection amplitude.
4. The method for controlling a flap according to claim 1, characterized in that a value of a control parameter of the leading-edge flap is determined as a function of the flight speed, in particular comprising;
determining a level of a target problem based on the airspeed, the target problem including at least one of a dynamic stall problem, a power consumption problem, and a buckling deformation problem;
determining a control parameter value for the leading-edge flap in dependence on the level of the target problem.
5. The flap control method according to claim 4, characterized in that the determining of the level of the target problem as a function of the flight speed comprises in particular:
if the flying speed is in a first set range, the power consumption problem in the target problem is a first grade, the bending deformation problem is a first grade, and the dynamic stall problem is a first grade;
if the flying speed is in a second set range, the power consumption problem in the target problem is in a second grade, the bending deformation problem is in a first grade, and the dynamic stall problem is in a first grade;
and if the flying speed is in a third set range, the power consumption problem in the target problem is in a third grade, the bending deformation problem is in a first grade, and the dynamic stall problem is in a third grade.
6. The method for controlling a flap according to claim 4, characterized in that the determination of the values of the control parameters of the leading-edge flap as a function of the class of the target problem comprises in particular:
when the target problem is a dynamic stall problem, the level of the dynamic stall problem is a first level and the target problem is on the advancing side of the rotor, the deflection amplitude and the deflection direction of the leading edge flap are both 0; when the target problem is a dynamic stall problem, the level of the dynamic stall problem is a first level and the target problem is on the tail side of the rotor, the deflection amplitude of the leading edge flap is S, and the deflection direction is anticlockwise;
when the target problem is a dynamic stall problem, the level of the dynamic stall problem is a second level and the target problem is on the forward side of the rotor, the deflection amplitude and the deflection direction of the leading edge flap are both 0; when the target problem is a dynamic stall problem, the level of the dynamic stall problem is a second level and the target problem is on the tail side of the rotor, the deflection amplitude of the leading edge flap is M, and the deflection direction is anticlockwise;
when the target problem is a dynamic stall problem, the level of the dynamic stall problem is a third level and the target problem is on the advancing side of the rotor, the deflection amplitude and the deflection direction of the leading edge flap are both 0; when the target problem is a dynamic stall problem, the level of the dynamic stall problem is a third level and the target problem is on the tail side of the rotor, the deflection amplitude of the leading edge flap is G, and the deflection direction is anticlockwise; wherein S is a first set deflection amplitude, M is a second set deflection amplitude, G is a third set deflection amplitude, and S is more than M and less than G.
7. The method for controlling a flap according to claim 4, characterized in that the determination of the values of the control parameters of the leading-edge flap as a function of the class of the target problem comprises in particular:
when the target problem is a power consumption problem, the level of the power consumption problem is a first level and is on the forward side of the rotor, the deflection amplitude of the leading edge flap is S, the deflection direction is clockwise, and when the target problem is a power consumption problem, the level of the power consumption problem is a first level and is on the backward side of the rotor, the deflection amplitude of the leading edge flap is S, and the deflection direction is counterclockwise;
when the target problem is a power consumption problem, the grade of the power consumption problem is a second grade and the target problem is on the forward side of the rotor wing, the deflection amplitude of the leading edge flap is M, and the deflection direction is clockwise; when the target problem is a power consumption problem, the grade of the power consumption problem is a second grade and the target problem is on the backward side of the rotor wing, the deflection amplitude of the leading edge flap is M, and the deflection direction is anticlockwise;
when the target problem is a power consumption problem, the power consumption problem is of a third grade and is on the forward side of the rotor, the deflection amplitude of the leading edge flap is G, and the deflection direction is clockwise; and when the target problem is a power consumption problem, the power consumption problem is of a third grade and is on the backward side of the rotor wing, the deflection amplitude of the leading edge flap is G, the deflection direction is anticlockwise, and S is more than M and less than G, wherein S is a first set deflection amplitude, M is a second set deflection amplitude, and G is a third set deflection amplitude.
8. The method for controlling a flap according to claim 4, characterized in that the determination of the values of the control parameters of the leading-edge flap as a function of the class of the target problem comprises in particular:
when the target problem is a bending deformation problem, the grade of the bending deformation problem is a first grade and the target problem is on the forward side of the rotor wing, the deflection amplitude of the leading edge flap is S, and the deflection direction is anticlockwise; when the target problem is a bending deformation problem, the grade of the bending deformation problem is a first grade and the target problem is on the backward side of the rotor wing, the deflection amplitude of the leading edge flap is S, and the deflection direction is clockwise;
when the target problem is a bending deformation problem, the grade of the bending deformation problem is a second grade and the target problem is on the forward side of the rotor wing, the deflection amplitude of the leading edge flap is M, and the deflection direction is anticlockwise; when the target problem is a bending deformation problem, the grade of the bending deformation problem is a second grade and the target problem is on the backward side of the rotor wing, the deflection amplitude of the leading edge flap is M, and the deflection direction is clockwise;
when the target problem is a bending deformation problem, the bending deformation problem is of a third grade, and the target problem is at the advancing side of the rotor wing, the deflection amplitude of the leading edge flap is G, and the deflection direction is anticlockwise; when the target problem is a buckling deformation problem, the level of the buckling deformation problem is a third level and on the rotor wing back-row side, the deflection amplitude of the leading edge flap is G, the deflection direction is clockwise, wherein S is a first set deflection amplitude, M is a second set deflection amplitude, G is a third set deflection amplitude, and S < M < G.
9. A control system for a flap, comprising:
the acquiring module is used for acquiring the flight speed of the helicopter;
the control parameter determining module is used for determining a control parameter value of the trailing edge flap and a control parameter value of the leading edge flap according to the flight speed, wherein the control parameter values comprise a deflection amplitude and a deflection direction;
the trailing edge flap control module is used for controlling the deflection of the trailing edge flap according to the control parameter value of the trailing edge flap;
a leading edge flap control module for controlling the leading edge flap deflection according to a control parameter value of the leading edge flap.
10. The control system of the flap of claim 9 wherein the control parameter determination module comprises:
the first trailing edge parameter determining unit is used for determining that the deflection amplitude of a trailing edge flap is S and the deflection direction is anticlockwise when the flight speed is in a first set range and on the forward side of a rotor wing; if the flying speed is in a first set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is S, and the deflection direction is clockwise;
the second trailing edge parameter determining unit is used for determining that the deflection amplitude of a trailing edge flap is M and the deflection direction is anticlockwise when the flight speed is in a second set range and on the forward side of the rotor wing; if the flying speed is in a second set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is M, and the deflection direction is clockwise;
a third trailing edge parameter determination unit, configured to determine that the deflection amplitude of the trailing edge flap is G and the deflection direction is counterclockwise if the flight speed is within a third set range and on the rotor forward side; and if the flying speed is in a third set range and on the backward moving side of the rotor wing, the deflection amplitude of the trailing edge flap is G, the deflection direction is clockwise, S is more than M and less than G, wherein S is a first set deflection amplitude, M is a second set deflection amplitude, and G is a third set deflection amplitude.
CN202110546039.3A 2021-05-19 2021-05-19 Flap control method and system Active CN113232846B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202110546039.3A CN113232846B (en) 2021-05-19 2021-05-19 Flap control method and system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202110546039.3A CN113232846B (en) 2021-05-19 2021-05-19 Flap control method and system

Publications (2)

Publication Number Publication Date
CN113232846A true CN113232846A (en) 2021-08-10
CN113232846B CN113232846B (en) 2022-07-01

Family

ID=77137563

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202110546039.3A Active CN113232846B (en) 2021-05-19 2021-05-19 Flap control method and system

Country Status (1)

Country Link
CN (1) CN113232846B (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116280177A (en) * 2023-05-08 2023-06-23 中国空气动力研究与发展中心低速空气动力研究所 Airfoil dynamic stall active control device with trailing edge winglet

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE482607C (en) * 1929-09-17 E H Claudius Dornier Dr Ing Helicopter plane
FR2782307A1 (en) * 1998-08-17 2000-02-18 Onera (Off Nat Aerospatiale) Method for reducing blade - vortex interaction noise generated by helicopter rotor blades involves generating an auxiliary blade vortex
EP1262404A1 (en) * 2001-06-01 2002-12-04 EADS Deutschland GmbH Airfoil for an aircraft with a flap adjustable by ram air pressure
CN102897318A (en) * 2012-10-24 2013-01-30 哈尔滨工业大学 Blade for vibration control of helicopter rotor
CN103359285A (en) * 2012-03-27 2013-10-23 波音公司 Enhanced performance rotorcraft rotor blade
CN105035332A (en) * 2015-08-19 2015-11-11 北京航天科颐技术有限公司 Drone aircraft flight control system and method
CN108170939A (en) * 2017-12-26 2018-06-15 南京航空航天大学 A kind of method and system of the reduction rotor noise based on trailing edge flap
CN109665089A (en) * 2018-12-26 2019-04-23 南京航空航天大学 Using the helicopter blade trailing edge flap driving mechanism of flexible hinge
US20210114722A1 (en) * 2019-10-18 2021-04-22 Claverham Limited Line actuators

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE482607C (en) * 1929-09-17 E H Claudius Dornier Dr Ing Helicopter plane
FR2782307A1 (en) * 1998-08-17 2000-02-18 Onera (Off Nat Aerospatiale) Method for reducing blade - vortex interaction noise generated by helicopter rotor blades involves generating an auxiliary blade vortex
EP1262404A1 (en) * 2001-06-01 2002-12-04 EADS Deutschland GmbH Airfoil for an aircraft with a flap adjustable by ram air pressure
CN103359285A (en) * 2012-03-27 2013-10-23 波音公司 Enhanced performance rotorcraft rotor blade
CN102897318A (en) * 2012-10-24 2013-01-30 哈尔滨工业大学 Blade for vibration control of helicopter rotor
CN105035332A (en) * 2015-08-19 2015-11-11 北京航天科颐技术有限公司 Drone aircraft flight control system and method
CN108170939A (en) * 2017-12-26 2018-06-15 南京航空航天大学 A kind of method and system of the reduction rotor noise based on trailing edge flap
CN109665089A (en) * 2018-12-26 2019-04-23 南京航空航天大学 Using the helicopter blade trailing edge flap driving mechanism of flexible hinge
US20210114722A1 (en) * 2019-10-18 2021-04-22 Claverham Limited Line actuators

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116280177A (en) * 2023-05-08 2023-06-23 中国空气动力研究与发展中心低速空气动力研究所 Airfoil dynamic stall active control device with trailing edge winglet

Also Published As

Publication number Publication date
CN113232846B (en) 2022-07-01

Similar Documents

Publication Publication Date Title
US20200324878A1 (en) Controllable airflow modification device periodic load control
US9751614B1 (en) Aeroelastic wing shaping using distributed propulsion
US4729528A (en) Aeroelastic control flap
US8876044B2 (en) Aircraft with yaw control by differential drag
Brocklehurst et al. A review of helicopter rotor blade tip shapes
US4146200A (en) Auxiliary flaperon control for aircraft
Jinghui et al. Aerodynamic characteristics of rigid coaxial rotor by wind tunnel test and numerical calculation
Yeo Assessment of active controls for rotor performance enhancement
US11059569B1 (en) Flight control system for aircraft having multi-functional flight control surface
Klimchenko et al. CFD/CSD study of interactional aerodynamics of a coaxial compound helicopter in high-speed forward flight
CN113232846B (en) Flap control method and system
Reddinger et al. Using control redundancy for power and vibration reduction on a compound helicopter at high speeds
Jacobellis et al. Using control redundancy for power and vibration reduction on a coaxial rotor helicopter at high speeds
Gillard et al. Directional control for tailless aircraft using all moving wing tips
Singh et al. Dynamic stall modeling using viscous vortex particle method for coaxial rotors
Bluman et al. Reducing trailing edge flap deflection requirements in primary control with a movable horizontal tail
Georghiades et al. Flutter characteristics of laminated composite wings
Keller et al. Investigation and improvement of directional stability and control of a propeller-driven stol aircraft
Rice et al. Control of reversed flow in static and dynamic conditions using camber morphing airfoils
Marqués Advanced UAV aerodynamics, flight stability and control: an Introduction
US20190248473A1 (en) Active wing tips for tiltrotor whirl flutter stability augmentation
CN111348175A (en) Special airfoil profile matched with high-universality large-loading small-sized unmanned aerial vehicle
Jones Notes on the stability and control of tailless airplanes
Wang et al. Control of dynamic stall of helicopter rotor blades
Lin et al. Research on flight dynamic modeling and interference of components for rotor/wing compound helicopter

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