CN114357799B - Differential resistance rudder pre-deflection judging method, device, equipment and storage medium - Google Patents
Differential resistance rudder pre-deflection judging method, device, equipment and storage medium Download PDFInfo
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Abstract
The utility model discloses a differential resistance rudder pre-deflection judging method, device, equipment and storage medium, through taking the rudder effect dead zone of the aircraft as the scope to obtain the various pre-deflection angle combinations of the differential resistance rudder which can avoid the rudder effect dead zone and produce the same yaw moment, calculate the cruising lift coefficient under the target aircraft cruising state, compare the aerodynamic data curve of cruising lift coefficient and different pre-deflection angle combinations, screen out the target pre-deflection angle combination of differential resistance rudder, both avoided the rudder effect dead zone, can not produce additional longitudinal moment, no longer need extra lift rudder to trim, can not lead to the increase of the trimming resistance of the whole aircraft, ensure that the aircraft performance under the cruising state is better.
Description
Technical Field
The application relates to the field of design of flying-wing layout aircrafts, in particular to a method, a device, equipment and a storage medium for determining the pre-deflection of a differential resistance rudder.
Background
The wing body of the flying-wing layout aircraft is highly fused, and the advantages of high aerodynamic efficiency, low detectability, large loading space, light structural weight and the like become ideal schemes of new aerodynamic layout forms, but the flying-wing layout has the characteristics of insufficient course stability because of no conventional aircraft vertical fin and rudder on the vertical fin, and the yaw moment is generated by providing additional resistance by using the differential deflection of the resistance rudder, so that the effects of course stability increase, resistance increase and control are achieved. The differential resistance rudder utilizes a simple control surface at the trailing edge of a wing, the trailing edge of an inner control surface deflects downwards, and the trailing edge of an outer control surface deflects upwards to generate yaw moment, so that the control effect is easy to realize, and the differential resistance rudder has a good engineering application prospect, but the rudder combined by the simple control surfaces has low or no efficiency within a certain small deflection angle range, the angle range is called a rudder effect dead zone, and the rudder effect dead zone is very unfavorable for the design of the control rate of an airplane and needs to be avoided by pre-deflection.
In general, a technician adopts the mode that the downward deflection angle of the inner rudder surface of the wing is the same as the upward deflection angle of the outer rudder surface, and the left resistance rudder and the right resistance rudder deflect simultaneously to realize pre-deflection, but the pre-deflection mode can reduce the performance of the whole aircraft.
Disclosure of Invention
The main purpose of the application is to provide a method, a device, equipment and a storage medium for judging the pre-deflection of a differential resistance rudder, which aim to solve the technical problems that the existing differential resistance rudder pre-deflection mode can generate additional moment and reduce the performance of a whole machine.
In order to achieve the above object, the present application provides a method for determining a pre-deflection of a differential resistance rudder, including:
according to a first aerodynamic data matrix caused by deflection of a first side wing control surface of a target aircraft in a current cruising flight state, a second aerodynamic data matrix caused by deflection of a second side wing control surface of the target aircraft and yaw moment coefficients of a differential resistance rudder of the target aircraft under different deflection angles are obtained;
obtaining a rudder effect dead zone based on a change curve of the yaw moment coefficient along with a deflection angle of the differential resistance rudder;
obtaining a plurality of pre-deflection angle combinations of an inner rudder and an outer rudder of the first side wing based on the rudder dead zone and a first target condition; the first target condition is that the yaw moment coefficient generated after the inner rudder and the outer rudder of the first side wing deflect is the same;
According to the first pneumatic data matrix, the second pneumatic data matrix and the combination of a plurality of pre-deflection angles, a lift coefficient variation curve along with a drag coefficient and a pitching moment coefficient variation curve along with a lift coefficient under each pre-deflection angle combination are obtained;
according to the aircraft weight, the aircraft speed pressure and the wing area of the target aircraft in the current cruising flight state, a cruising lift coefficient in the current flight state is obtained;
obtaining a target pre-deflection angle combination of the inner rudder and the outer rudder based on the cruising lift coefficient and a second target condition; wherein the second target condition is that the cruising lift coefficient has a minimum corresponding drag coefficient in the lift coefficient versus drag coefficient curve and a pitching moment coefficient closest to zero in the pitching moment coefficient versus lift coefficient curve.
Optionally, the step of obtaining the second aerodynamic data matrix caused by the deflection of the second side wing control surface of the target aircraft and the yaw moment coefficient of the differential drag rudder of the target aircraft under different deflection angles according to the first aerodynamic data matrix caused by the deflection of the first side wing control surface of the target aircraft under the current cruising flight state includes:
The first pneumatic data matrix is:
wherein alpha is i For angle of attack sequences, i=1, 2, …, n, δ j Is a control surface, j is an inner rudder or an outer rudder,lift coefficient increase for control plane j deflection, < >>Resistance coefficient increment for deflection of control plane j, +.>Pitch moment coefficient increment for control plane j deflection,/-, for control plane j deflection>Side force coefficient increment for control plane j deflection, +.>Yaw moment coefficient increment for control plane j deflection, +.>The increment of the rolling moment coefficient caused by the deflection of the control surface j is obtained;
obtaining the second aerodynamic data matrix according to aerodynamic force and aerodynamic moment symmetry rules:
the yaw moment coefficient is obtained according to the following relation:
wherein the first side wing inner rudder deflection D delta, the outer rudder deflection D delta, the second side wing inner rudder deflection D delta, the outer rudder deflection D delta,yaw moment coefficient at yaw angle dδ +.>Is the yaw moment coefficient increment when the deflection angle of the inner rudder is Ddelta,/for the inner rudder>Is the yaw moment coefficient increment when the deflection angle of the outer rudder is-Ddelta.
Optionally, the step of obtaining the rudder performance dead zone based on the variation curve of the yaw moment coefficient with the deflection angle of the differential resistance rudder includes:
according to the yaw moment coefficient of the whole machine Setting a slope threshold along with a change curve of a deflection angle D delta of the differential resistance rudder, wherein the deflection angle interval [0, D delta ] corresponding to the slope threshold max ]Is the rudder effect dead zone.
Optionally, the step of obtaining a plurality of pre-deflection angle combinations of the inner rudder and the outer rudder of the first side wing based on the rudder dead zone and a first target condition comprises:
deflecting the inner rudder of the first side wing by ddelta+Δd and the outer rudder by ddelta+Δd;
wherein dδ=dδ max The value of Δd is { - |Δd|, - (|Δd| -1),.+ -. 1,0,1, -, |Δd| -1, |Δd| } and |Δd| is less than dδ max The pre-deflection angle combinations total 2 x|Δd|+1.
Optionally, the step of obtaining a lift coefficient variation curve with drag coefficient and a pitch moment coefficient variation curve with lift coefficient according to the first aerodynamic data matrix, the second aerodynamic data matrix and a plurality of pre-deflection angle combinations, wherein the lift coefficient variation curve with drag coefficient and the pitch moment coefficient variation curve with lift coefficient are obtained according to each pre-deflection angle combination comprises the following steps:
the second side wing inner rudder deflection-Ddelta+DeltaD and the outer rudder deflection Ddelta+DeltaD, wherein Ddelta= -Ddelta max ；
According to the following relation, a lift coefficient variation curve and a pitching moment coefficient variation curve with the lift coefficient under each pre-deflection angle combination are obtained:
Wherein CL is i 、CD i 、Cm i Respectively a lift coefficient, a drag coefficient and a pitching moment coefficient, respectively the lift coefficient, the resistance coefficient and the pitching moment coefficient of the whole machine when the control surface is not deflected,for the increment of lift coefficient, increment of resistance coefficient and increment of pitching moment coefficient caused by deflection D delta + delta D of inner rudder of first side wing>The lift coefficient increment, the drag coefficient increment and the pitching moment coefficient increment caused by deflection-Ddelta+delta D of the outer rudder of the first side wing,for the increment of lift coefficient, increment of resistance coefficient and increment of pitching moment coefficient caused by deflection-Ddelta+delta D of the inner rudder of the second side wing +.> The lift coefficient increment, the drag coefficient increment and the pitching moment coefficient increment which are caused when the second side wing outer rudder deflects Ddelta+DeltaD;
and obtaining a curve of the lift coefficient changing along with the drag coefficient and a curve of the pitching moment coefficient changing along with the lift coefficient according to the lift coefficient, the drag coefficient and the pitching moment coefficient.
Optionally, the step of obtaining the cruising lift coefficient in the current flight state according to the aircraft weight, the aircraft speed and the aircraft wing area in the current cruising flight state of the target aircraft comprises the following steps:
The cruising lift coefficient is obtained according to the following relation:
wherein CL is cruise G for cruising lift coefficient curise The weight of the aircraft in the current cruising flight state is Q is the speed and the pressure of the aircraft in the current cruising flight state, S is the wing area, G is the total weight of the whole aircraft, G oil For the weight of the fuel available to the whole machine,and (4) the residual oil quantity in the current flight state, wherein ρ is the air density at the current flight altitude, and V is the current flight speed.
Optionally, after the step of obtaining the target pre-deflection angle combination of the inner rudder and the outer rudder based on the cruising lift coefficient and the second target condition, the method further includes:
and adjusting the first side wing inner rudder, the first side wing outer rudder, the second side wing inner rudder and the second side wing outer rudder according to the target pre-deflection angle combination.
In addition, in order to achieve the above object, the present application further provides a differential drag rudder pre-deflection determination device, including:
the data acquisition module is used for acquiring a second aerodynamic data matrix caused by deflection of a second side wing control surface of the target aircraft and yaw moment coefficients of a differential resistance rudder of the target aircraft under different deflection angles according to a first aerodynamic data matrix caused by deflection of the first side wing control surface of the target aircraft under the current cruising flight state;
The rudder dead zone obtaining module is used for obtaining a rudder dead zone based on a change curve of the yaw moment coefficient along with the deflection angle of the differential resistance rudder;
the pre-deflection angle combination acquisition module is used for acquiring various pre-deflection angle combinations of an inner rudder and an outer rudder of the first side wing based on the rudder effect dead zone and a first target condition; the first target condition is that the yaw moment coefficient generated after the inner rudder and the outer rudder of the first side wing deflect is the same;
the curve acquisition module is used for acquiring a lift coefficient variation curve along with a resistance coefficient and a pitching moment coefficient variation curve along with a lift coefficient under each pre-deflection angle combination according to the first pneumatic data matrix, the second pneumatic data matrix and the plurality of pre-deflection angle combinations;
the cruising lift coefficient acquisition module is used for acquiring a cruising lift coefficient in the current flight state according to the weight, the speed and the pressure of the airplane and the wing area of the target airplane in the current cruising flight state;
the target pre-deflection angle combination acquisition module is used for acquiring a target pre-deflection angle combination of the inner rudder and the outer rudder based on the cruising lift coefficient and a second target condition; wherein the second target condition is that the cruising lift coefficient has a minimum corresponding drag coefficient in the lift coefficient versus drag coefficient curve and a pitching moment coefficient closest to zero in the pitching moment coefficient versus lift coefficient curve.
In addition, in order to achieve the above object, the present application further provides a production apparatus, which includes a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the above method.
In addition, in order to achieve the above object, the present application further provides a computer readable storage medium, where a computer program is stored, and a processor executes the computer program to implement the above method.
The beneficial effects that this application can realize.
According to the method, the device, the equipment and the storage medium for determining the pre-deflection of the differential resistance rudder, the second aerodynamic data matrix caused by the deflection of the second side wing rudder of the target aircraft and the yaw moment coefficients of the differential resistance rudder of the target aircraft under different deflection angles are obtained according to the first aerodynamic data matrix caused by the deflection of the first side wing rudder of the target aircraft under the current cruising flight state; obtaining a rudder effect dead zone based on a change curve of the yaw moment coefficient along with a deflection angle of the differential resistance rudder; obtaining a plurality of pre-deflection angle combinations of an inner rudder and an outer rudder of the first side wing based on the rudder dead zone and a first target condition; the first target condition is that the yaw moment coefficient generated after the inner rudder and the outer rudder of the first side wing deflect is the same; according to the first pneumatic data matrix, the second pneumatic data matrix and the combination of a plurality of pre-deflection angles, a lift coefficient variation curve along with a drag coefficient and a pitching moment coefficient variation curve along with a lift coefficient under each pre-deflection angle combination are obtained; according to the aircraft weight, the aircraft speed pressure and the wing area of the target aircraft in the current cruising flight state, a cruising lift coefficient in the current flight state is obtained; obtaining a target pre-deflection angle combination of the inner rudder and the outer rudder based on the cruising lift coefficient and a second target condition; wherein the second target condition is that the cruising lift coefficient has a minimum corresponding drag coefficient in the lift coefficient versus drag coefficient curve and a pitching moment coefficient closest to zero in the pitching moment coefficient versus lift coefficient curve. The method comprises the steps of taking an aircraft rudder dead zone as a range to obtain various pre-deflection angle combinations of differential resistance rudders which can avoid the rudder dead zone and generate the same yaw moment, calculating a cruising lift coefficient of a target aircraft in a cruising state, comparing pneumatic data curves of the cruising lift coefficient and different pre-deflection angle combinations, screening out the target pre-deflection angle combinations of the differential resistance rudders, avoiding the rudder dead zone, generating no additional longitudinal moment, avoiding additional lifting rudders to trim, avoiding the increase of trimming resistance of the whole aircraft, and ensuring better aircraft performance in the cruising state.
Drawings
FIG. 1 is a schematic diagram of a production facility of a hardware operating environment according to an embodiment of the present application;
FIG. 2 is a schematic flow chart of a method for determining pre-deflection of a differential resistance rudder according to an embodiment of the present application;
FIG. 3 is a schematic functional block diagram of a differential resistance rudder pre-deflection determination device according to an embodiment of the present disclosure;
FIG. 4 is a graph showing a yaw moment coefficient of a target aircraft according to a variation of a drag rudder deflection angle according to an embodiment of the present application;
FIG. 5 is a graph of lift coefficient versus drag coefficient for a target aircraft according to an embodiment of the present disclosure;
fig. 6 is a graph showing a change of a pitch moment coefficient of a target aircraft with a lift coefficient according to an embodiment of the present application.
The realization, functional characteristics and advantages of the present application will be further described with reference to the embodiments, referring to the attached drawings.
Detailed Description
It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the present application.
The main solutions of the embodiments of the present application are: according to the method, the device, the equipment and the storage medium for judging the pre-deflection of the differential resistance rudder, a second aerodynamic data matrix caused by deflection of a second side wing control surface of a target aircraft and yaw moment coefficients of the differential resistance rudder of the target aircraft under different deflection angles are obtained according to the first aerodynamic data matrix caused by deflection of the first side wing control surface of the target aircraft under the current cruising flight state; obtaining a rudder effect dead zone based on a change curve of the yaw moment coefficient along with a deflection angle of the differential resistance rudder; obtaining a plurality of pre-deflection angle combinations of an inner rudder and an outer rudder of the first side wing based on the rudder dead zone and a first target condition; the first target condition is that the yaw moment coefficient generated after the inner rudder and the outer rudder of the first side wing deflect is the same; according to the first pneumatic data matrix, the second pneumatic data matrix and the combination of a plurality of pre-deflection angles, a lift coefficient variation curve along with a drag coefficient and a pitching moment coefficient variation curve along with a lift coefficient under each pre-deflection angle combination are obtained; according to the aircraft weight, the aircraft speed pressure and the wing area of the target aircraft in the current cruising flight state, a cruising lift coefficient in the current flight state is obtained; obtaining a target pre-deflection angle combination of the inner rudder and the outer rudder based on the cruising lift coefficient and a second target condition; wherein the second target condition is that the cruising lift coefficient has a minimum corresponding drag coefficient in the lift coefficient versus drag coefficient curve and a pitching moment coefficient closest to zero in the pitching moment coefficient versus lift coefficient curve.
In the prior art, the wing bodies of the flying-wing layout aircraft are highly fused, and the advantages of high aerodynamic efficiency, low detectability, large loading space, light structure weight and the like become ideal schemes of new aerodynamic layout forms, but the flying-wing layout has the characteristics of insufficient course stability because of no vertical fin and rudder on the vertical fin of the conventional aircraft, and the yaw moment is generated by providing additional resistance by using the differential deflection of the resistance rudder, so that the effects of course stability and resistance increase and control are achieved. The differential resistance rudder utilizes a simple control surface at the trailing edge of a wing, the trailing edge of an inner control surface deflects downwards, and the trailing edge of an outer control surface deflects upwards to generate yaw moment, so that the control effect is easy to realize, and the differential resistance rudder has a good engineering application prospect, but the rudder combined by the simple control surfaces has low or no efficiency within a certain small deflection angle range, the angle range is called a rudder effect dead zone, and the rudder effect dead zone is very unfavorable for the design of the control rate of an airplane and needs to be avoided by pre-deflection.
In general, a technician adopts the mode that the downward deflection angle of the inner rudder surface of the wing is the same as the upward deflection angle of the outer rudder surface, and the left resistance rudder and the right resistance rudder deflect simultaneously to realize pre-deflection, but the pre-deflection mode can reduce the performance of the whole aircraft.
Therefore, the method and the device have the advantages that various pre-deflection angle combinations of the differential resistance rudders which can avoid rudder dead zones and generate the same yaw moment are obtained by taking the aircraft rudder dead zones as the range, the cruising lift coefficient of the target aircraft in the cruising state is calculated, the aerodynamic data curves of the cruising lift coefficient and the different pre-deflection angle combinations are compared, the target pre-deflection angle combinations of the differential resistance rudders are screened out, the rudder dead zones are avoided, additional longitudinal moment can not be generated, additional lifting rudders are not needed for balancing, the total aircraft balancing resistance is not increased, and the better aircraft performance in the cruising state is ensured.
Referring to fig. 1, fig. 1 is a schematic structural diagram of a production device of a hardware running environment according to an embodiment of the present application.
As shown in fig. 1, the production apparatus may include: a processor 1001, such as a central processing unit (Central Processing Unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, a memory 1005. Wherein the communication bus 1002 is used to enable connected communication between these components. The user interface 1003 may include a Display, an input unit such as a Keyboard (Keyboard), and the optional user interface 1003 may further include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a WIreless interface (e.g., a WIreless-FIdelity (WI-FI) interface). The Memory 1005 may be a high-speed random access Memory (Random Access Memory, RAM) Memory or a stable nonvolatile Memory (NVM), such as a disk Memory. The memory 1005 may also optionally be a storage device separate from the processor 1001 described above.
It will be appreciated by those skilled in the art that the structure shown in fig. 1 is not limiting of the production apparatus and may include more or fewer components than shown, or certain components may be combined, or a different arrangement of components.
As shown in fig. 1, an operating system, a data storage module, a network communication module, a user interface module, and an electronic program may be included in the memory 1005 as one type of storage medium.
In the production facility shown in fig. 1, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 in the production apparatus of the present invention may be disposed in the production apparatus, where the production apparatus invokes the differential resistance rudder pre-bias determination device stored in the memory 1005 through the processor 1001, and executes the differential resistance rudder pre-bias determination method provided in the embodiment of the present application.
Referring to fig. 2, based on the hardware device of the foregoing embodiment, an embodiment of the present application provides a method for determining a pre-deviation of a differential drag rudder, including:
step S10: according to a first aerodynamic data matrix caused by deflection of a first side wing control surface of a target aircraft in a current cruising flight state, a second aerodynamic data matrix caused by deflection of a second side wing control surface of the target aircraft and yaw moment coefficients of a differential resistance rudder of the target aircraft under different deflection angles are obtained;
In the specific implementation process, the cruising state of the target aircraft refers to a flying state in which the aircraft maintains the flying speed and the flying height after entering a predetermined route in the stage of completing the take-off. Aerodynamic data are indispensable in the simulation of aircraft dynamics, are applied to simulate the aerodynamic characteristics of an aircraft, and are used for establishing an aerodynamic model of the aircraft, and the main source is a wind tunnel test. Aerodynamic data mainly comprises a lift coefficient, a drag coefficient, a side force coefficient, a roll moment coefficient, a yaw moment coefficient and a pitch moment coefficient.
As an optional implementation manner, the step of obtaining a second aerodynamic data matrix caused by deflection of the second side wing control surface of the target aircraft and yaw moment coefficients of the differential drag rudder of the target aircraft under different deflection angles according to the first aerodynamic data matrix caused by deflection of the first side wing control surface of the target aircraft under the current cruise flight state includes:
the first pneumatic data matrix is:
wherein alpha is i For angle of attack sequences, i=1, 2, …, n, δ j Is a control surface, j is an inner rudder or an outer rudder,lift coefficient increase for control plane j deflection, < >>Resistance coefficient increment for deflection of control plane j, +. >Pitch moment coefficient increment for control plane j deflection,/-, for control plane j deflection>Side force coefficient increment for control plane j deflection, +.>Yaw moment coefficient increment for control plane j deflection, +.>The increment of the rolling moment coefficient caused by the deflection of the control surface j is obtained;
obtaining the second aerodynamic data matrix according to aerodynamic force and aerodynamic moment symmetry rules:
the yaw moment coefficient is obtained according to the following relation:
wherein the firstOne side wing inner rudder deflection dδ, outer rudder deflection-dδ, said second side wing inner rudder deflection-dδ, outer rudder deflection dδ,yaw moment coefficient at yaw angle dδ +.>Is the yaw moment coefficient increment when the deflection angle of the inner rudder is Ddelta,/for the inner rudder>Is the yaw moment coefficient increment when the deflection angle of the outer rudder is-Ddelta.
In the implementation process, the target aircraft shares left and right wings, and the rear edge of each wing is provided with a differential resistance rudder, which comprises an inner rudder and an outer rudder, wherein the control surface deflects on one side, the inner rudder is a positive deflection angle, and the outer rudder is a negative deflection angle. The deflection of the wing rudders at the two sides is mirror symmetry, so that the deflection angles of the inner and outer rudders of the first side wing and the second side wing are differentiated in positive and negative directions in the formula expression, and the numerical values are the same.
Specifically, in one embodiment of the present application, the aerodynamic data matrix of the first side wing is obtained through a wind tunnel test or other tests with a flight altitude of 10km and a flight mach number of 0.6 in a cruise flight state.
According to aerodynamic force and aerodynamic moment symmetry rules: the lift force coefficient, the drag force coefficient and the pitching moment coefficient are in forward symmetry, and the side force coefficient, the yawing moment coefficient and the rolling moment coefficient are in reverse symmetry to obtain a second side wing aerodynamic data matrix.
And (3) calculating yaw moment coefficients of the differential resistance rudders under different deflection angles according to the aerodynamic data matrix of the first side wing through a formula (3).
Step S20: obtaining a rudder effect dead zone based on a change curve of the yaw moment coefficient along with a deflection angle of the differential resistance rudder;
in a specific implementation process, a variation curve of the yaw moment coefficient along with the deflection angle of the resistance rudder is obtained according to the data obtained in the steps, as shown in fig. 4.
As an alternative embodiment, the step of obtaining the rudder performance dead zone based on the yaw moment coefficient variation curve with the differential drag rudder deflection angle includes:
according to the yaw moment coefficient of the whole machineSetting a slope threshold along with a change curve of a deflection angle D delta of the differential resistance rudder, wherein the deflection angle interval [0, D delta ] corresponding to the slope threshold max ]Is the rudder effect dead zone.
In the specific implementation process, the rudder dead zone refers to the range that the rudder face efficiency is very low or even not in a certain small deflection angle range, the yaw moment and the rudder face efficiency are positively correlated, the rudder face efficiency can be judged through the curve slope of the yaw moment, and the section with the curve slope closest to zero is the rudder dead zone range.
Specifically, as shown in FIG. 4, the variation of yaw moment coefficient is small within 5 DEG of the rudder deflection angle, the slope is close to 0, so that the rudder dead zone is [0,5 ]]D delta max ＝5。
Step S30: obtaining a plurality of pre-deflection angle combinations of an inner rudder and an outer rudder of the first side wing based on the rudder dead zone and a first target condition; the first target condition is that the yaw moment coefficient generated after the inner rudder and the outer rudder of the first side wing deflect is the same;
in the specific implementation process, the deflection angles of the inner and outer rudders of the differential resistance rudder are preset as the maximum deflection angle of the rudder effect dead zone, deflection is carried out on the basis, the rudder effect dead zone can be avoided, and the pre-deflection mode enables technicians to accurately control the pre-deflection of the rudder effect dead zone. When the deflection angle adjustment amounts of the inner and outer rudders are the same, the yaw moment coefficients generated by the inner and outer rudders are the same, and stable flight can be ensured.
As an alternative embodiment, the step of obtaining a plurality of pre-deflection angle combinations of the inner rudder and the outer rudder of the first side wing based on the rudder dead zone and the first target condition includes:
deflecting the inner rudder of the first side wing by ddelta+Δd and the outer rudder by ddelta+Δd;
wherein dδ=dδ max The value of Δd is { - |Δd|, - (|Δd| -1),.+ -. 1,0,1, -, |Δd| -1, |Δd| } and |Δd| is less than dδ max The pre-deflection angle combinations total 2 x|Δd|+1.
In the specific implementation process, the differential resistance rudders are used in such a way that the inner rudders are required to be at positive deflection angles and the outer rudders are required to be at negative deflection angles, so that the absolute value of delta D is smaller than D delta max If |ΔD|>Dδ max The inner rudder is a negative deflection angle, the inner rudder is a positive deflection angle, and the aircraft cannot fly safely.
Specifically, dδ=dδ max =5, |Δd|=4, Δd= { -4, -3, -2, -1,0,1,2,3,4}, 2|Δd|+1=9 pre-deflection angle combinations in total, see table 1.
TABLE 1 first side wing differential drag rudder pre-deflection angle combination
Step S40: according to the first pneumatic data matrix, the second pneumatic data matrix and the combination of a plurality of pre-deflection angles, a lift coefficient variation curve along with a drag coefficient and a pitching moment coefficient variation curve along with a lift coefficient under each pre-deflection angle combination are obtained;
In the specific implementation process, the ratio of the lift coefficient to the drag coefficient is also called lift-drag ratio and aerodynamic efficiency, and when the ratio is maximum, the drag is minimum under the same lift and the flying efficiency is highest. The variation of the pitching moment coefficient along with the lift coefficient is longitudinal stability, so that the longitudinal stability of the aircraft can be comprehensively measured, wherein the longitudinal stability is smaller than 0, the longitudinal stability is equal to 0, the longitudinal stability is greater than 0, and the longitudinal stability is not greater than 0.
As an optional implementation manner, the step of obtaining a lift coefficient variation curve and a pitching moment coefficient variation curve according to the lift coefficient according to the first aerodynamic data matrix, the second aerodynamic data matrix and the pre-deflection angle combinations according to each pre-deflection angle combination includes:
the second side wing inner rudder deflection-Ddelta+DeltaD and the outer rudder deflection Ddelta+DeltaD, wherein Ddelta= -Ddelta max ；
According to the following relation, a lift coefficient variation curve and a pitching moment coefficient variation curve with the lift coefficient under each pre-deflection angle combination are obtained:
wherein CL is i 、CD i 、Cm i Respectively a lift coefficient, a drag coefficient and a pitching moment coefficient, respectively the lift coefficient, the resistance coefficient and the pitching moment coefficient of the whole machine when the control surface is not deflected, For the increment of lift coefficient, increment of resistance coefficient and increment of pitching moment coefficient caused by deflection D delta + delta D of inner rudder of first side wing>Lift system caused by deflection of the first side wing outer rudder-Ddelta+DeltaDA number increment, a drag coefficient increment and a pitching moment coefficient increment,for the increment of lift coefficient, increment of resistance coefficient and increment of pitching moment coefficient caused by deflection-Ddelta+delta D of the inner rudder of the second side wing +.> The lift coefficient increment, the drag coefficient increment and the pitching moment coefficient increment which are caused when the second side wing outer rudder deflects Ddelta+DeltaD;
and obtaining a curve of the lift coefficient changing along with the drag coefficient and a curve of the pitching moment coefficient changing along with the lift coefficient according to the lift coefficient, the drag coefficient and the pitching moment coefficient.
In a specific implementation, dδ= -dδ max The second side wing differential drag rudder pre-deflection angle combinations are shown in table 2:
TABLE 2 second side wing differential drag rudder pre-deflection angle combination
And (3) calculating to obtain a lift coefficient, a drag coefficient and a pitching moment coefficient through a formula (4), a formula (5) and a formula (6), and obtaining a curve of the lift coefficient along with the drag coefficient in fig. 5 and a curve of the pitching moment coefficient along with the lift coefficient in fig. 6, wherein rudder 1 represents a first side wing inner rudder, and rudder 2 represents a first side wing outer rudder.
Step S50: according to the aircraft weight, the aircraft speed pressure and the wing area of the target aircraft in the current cruising flight state, a cruising lift coefficient in the current flight state is obtained;
in the specific implementation process, the cruising lift coefficient refers to the lift coefficient of the aircraft in a cruising state, and can be calculated by the weight of the aircraft, the speed and the pressure of the aircraft and the area of the wings in the cruising state.
As an optional implementation manner, the step of obtaining the cruising lift coefficient in the current flight state according to the aircraft weight, the aircraft speed and the aircraft area in the current cruising flight state of the target aircraft includes:
the cruising lift coefficient is obtained according to the following relation:
wherein CL is cruise G for cruising lift coefficient curise The weight of the aircraft in the current cruising flight state is Q is the speed and the pressure of the aircraft in the current cruising flight state, S is the wing area, G is the total weight of the whole aircraft, G oil For the weight of the fuel available to the whole machine,the residual oil quantity in the current flight state is ρ which is the air density at the current flight altitude, and V which is the current flight speed;
in the specific implementation process, the cruising lift coefficient is calculated to be 0.21 through a formula (7), a formula (8) and a formula (9).
Step S60: obtaining a target pre-deflection angle combination of the inner rudder and the outer rudder based on the cruising lift coefficient and a second target condition; wherein the second target condition is that the cruising lift coefficient has a minimum corresponding drag coefficient in the lift coefficient versus drag coefficient curve and a pitching moment coefficient closest to zero in the pitching moment coefficient versus lift coefficient curve.
In the specific implementation process, the cruising lift coefficient is marked in a lift coefficient-to-drag coefficient variation curve and a pitching moment coefficient-to-lift coefficient variation curve, and a pre-deflection angle combination with the smallest drag coefficient and the closest to zero pitching moment coefficient is selected, so that the aircraft has the highest flight efficiency and is closest to the longitudinal static neutral stability.
Specifically, the cruising lift coefficient 0.21 is marked in fig. 5 and 6, and it can be seen that when the pre-deflection angle combination is that rudder 1=7°, rudder 2= -3 °, the drag coefficient is minimum and the pitching moment coefficient is closest to zero, at this time, the aircraft flight efficiency is highest and closest to longitudinal static neutral stability, the cruising performance is better, i.e. the aircraft target pre-deflection angle combination is that the first side wing inner rudder deflection 7 °, the first side wing outer rudder deflection-3 °, the second side wing inner rudder deflection 7 °, the second side wing outer rudder deflection-3 °
Step S70: and adjusting the first side wing inner rudder, the first side wing outer rudder, the second side wing inner rudder and the second side wing outer rudder according to the target pre-deflection angle combination.
In the specific implementation process, the deflection of the inner rudders and the deflection of the outer rudders of wings at two sides of the target aircraft are adjusted to be 7 degrees and 3 degrees respectively.
It should be understood that the foregoing is merely illustrative, and the technical solutions of the present application are not limited in any way, and those skilled in the art may perform the setting based on the needs in practical applications, and the present application is not limited herein.
It is not difficult to find out through the above description that, in this embodiment, by taking the rudder effect dead zone of the aircraft as a range, multiple pre-deflection angle combinations of the differential resistance rudders which can avoid the rudder effect dead zone and generate the same yaw moment are obtained, cruising lift coefficients of different combinations are calculated, and target pre-deflection angle combinations of the differential resistance rudders are screened, so that the rudder effect dead zone is avoided, no additional longitudinal moment is generated, no additional lifting rudders are needed for balancing, no increase of balancing resistance of the whole aircraft is caused, and better aircraft performance in a cruising state is ensured.
Referring to fig. 3, based on the same inventive concept, an embodiment of the present application further provides a differential drag rudder pre-deflection determination device, including:
The data acquisition module is used for acquiring a second aerodynamic data matrix caused by deflection of a second side wing control surface of the target aircraft and yaw moment coefficients of a differential resistance rudder of the target aircraft under different deflection angles according to a first aerodynamic data matrix caused by deflection of the first side wing control surface of the target aircraft under the current cruising flight state;
the rudder dead zone obtaining module is used for obtaining a rudder dead zone based on a change curve of the yaw moment coefficient along with the deflection angle of the differential resistance rudder;
the pre-deflection angle combination acquisition module is used for acquiring various pre-deflection angle combinations of an inner rudder and an outer rudder of the first side wing based on the rudder effect dead zone and a first target condition; the first target condition is that the yaw moment coefficient generated after the inner rudder and the outer rudder of the first side wing deflect is the same;
the curve acquisition module is used for acquiring a lift coefficient variation curve along with a resistance coefficient and a pitching moment coefficient variation curve along with a lift coefficient under each pre-deflection angle combination according to the first pneumatic data matrix, the second pneumatic data matrix and the plurality of pre-deflection angle combinations;
the cruising lift coefficient acquisition module is used for acquiring a cruising lift coefficient in the current flight state according to the weight, the speed and the pressure of the airplane and the wing area of the target airplane in the current cruising flight state;
The target pre-deflection angle combination acquisition module is used for acquiring a target pre-deflection angle combination of the inner rudder and the outer rudder based on the cruising lift coefficient and a second target condition; wherein the second target condition is that the cruising lift coefficient has a minimum corresponding drag coefficient in the lift coefficient versus drag coefficient curve and a pitching moment coefficient closest to zero in the pitching moment coefficient versus lift coefficient curve.
It should be noted that, each module in the differential resistance rudder pre-deflection determination device in this embodiment corresponds to each step in the differential resistance rudder pre-deflection determination method in the foregoing embodiment, so the specific implementation of this embodiment may refer to the implementation of the differential resistance rudder pre-deflection determination method, and will not be described herein.
Furthermore, in an embodiment, an embodiment of the present application also provides a production apparatus, the apparatus including a processor, a memory, and a computer program stored in the memory, which when executed by the processor, implements the steps of the method in the foregoing embodiment.
Furthermore, in an embodiment, the embodiments of the present application further provide a computer storage medium, on which a computer program is stored, which when being executed by a processor, implements the steps of the method in the previous embodiments.
In some embodiments, the computer readable storage medium may be FRAM, ROM, PROM, EPROM, EEPROM, flash memory, magnetic surface memory, optical disk, or CD-ROM; but may be a variety of devices including one or any combination of the above memories. The computer may be a variety of computing devices including smart terminals and servers.
In some embodiments, the executable instructions may be in the form of programs, software modules, scripts, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and they may be deployed in any form, including as stand-alone programs or as modules, components, subroutines, or other units suitable for use in a computing environment.
As an example, the executable instructions may, but need not, correspond to files in a file system, may be stored as part of a file that holds other programs or data, for example, in one or more scripts in a hypertext markup language (HTML, hyper Text Markup Language) document, in a single file dedicated to the program in question, or in multiple coordinated files (e.g., files that store one or more modules, sub-programs, or portions of code).
As an example, executable instructions may be deployed to be executed on one computing device or on multiple computing devices located at one site or, alternatively, distributed across multiple sites and interconnected by a communication network.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.
The foregoing embodiment numbers of the present application are merely for describing, and do not represent advantages or disadvantages of the embodiments.
From the above description of the embodiments, it will be clear to those skilled in the art that the above-described embodiment method may be implemented by means of software plus a necessary general hardware platform, but of course may also be implemented by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. read-only memory/random-access memory, magnetic disk, optical disk), comprising instructions for causing a multimedia terminal device (which may be a mobile phone, a computer, a television receiver, or a network device, etc.) to perform the method according to the embodiments of the present application
The foregoing description is only of the preferred embodiments of the present application, and is not intended to limit the scope of the claims, and all equivalent structures or equivalent processes using the descriptions and drawings of the present application, or direct or indirect application in other related technical fields are included in the scope of the claims of the present application.
Claims (10)
1. A differential resistance rudder pre-deflection judging method is characterized by comprising the following steps:
according to a first aerodynamic data matrix caused by deflection of a first side wing control surface of a target aircraft in a current cruising flight state, a second aerodynamic data matrix caused by deflection of a second side wing control surface of the target aircraft and yaw moment coefficients of a differential resistance rudder of the target aircraft under different deflection angles are obtained;
obtaining a rudder effect dead zone based on a change curve of the yaw moment coefficient along with a deflection angle of the differential resistance rudder;
obtaining a plurality of pre-deflection angle combinations of an inner rudder and an outer rudder of the first side wing based on the rudder dead zone and a first target condition; the first target condition is that the yaw moment coefficient generated after the inner rudder and the outer rudder of the first side wing deflect is the same;
According to the first pneumatic data matrix, the second pneumatic data matrix and the combination of a plurality of pre-deflection angles, a lift coefficient variation curve along with a drag coefficient and a pitching moment coefficient variation curve along with a lift coefficient under each pre-deflection angle combination are obtained;
according to the aircraft weight, the aircraft speed pressure and the wing area of the target aircraft in the current cruising flight state, a cruising lift coefficient in the current flight state is obtained;
obtaining a target pre-deflection angle combination of the inner rudder and the outer rudder based on the cruising lift coefficient and a second target condition; wherein the second target condition is that the cruising lift coefficient has a minimum corresponding drag coefficient in the lift coefficient versus drag coefficient curve and a pitching moment coefficient closest to zero in the pitching moment coefficient versus lift coefficient curve.
2. The method for determining the pre-deflection of the differential drag rudder according to claim 1, wherein the step of obtaining the second aerodynamic data matrix caused by the deflection of the second side wing rudder of the target aircraft and the yaw moment coefficient of the differential drag rudder of the target aircraft under different deflection angles according to the first aerodynamic data matrix caused by the deflection of the first side wing rudder of the target aircraft under the current cruising flight state comprises the steps of:
The first pneumatic data matrix is:
wherein alpha is i For angle of attack sequences, i=1, 2, …, n, δ j Is a control surface, j is an inner rudder or an outer rudder,lift coefficient increase for control plane j deflection, < >>Resistance coefficient increment for deflection of control plane j, +.>Pitch moment coefficient increment for control plane j deflection,/-, for control plane j deflection>Side force coefficient increment for control plane j deflection, +.>Yaw moment coefficient increment for control plane j deflection, +.>The increment of the rolling moment coefficient caused by the deflection of the control surface j is obtained;
obtaining the second aerodynamic data matrix according to aerodynamic force and aerodynamic moment symmetry rules:
the yaw moment coefficient is obtained according to the following relation:
wherein the first side wing inner rudder deflection D delta, the outer rudder deflection D delta, the second side wing inner rudder deflection D delta, the outer rudder deflection D delta,yaw moment coefficient at yaw angle dδ +.>Is the yaw moment coefficient increment when the deflection angle of the inner rudder is Ddelta,/for the inner rudder>Is the yaw moment coefficient increment when the deflection angle of the outer rudder is-Ddelta.
3. The method of claim 1, wherein the step of obtaining a rudder performance dead zone based on a variation curve of the yaw moment coefficient with a differential drag rudder deflection angle comprises:
According to yaw moment coefficient of the whole machineSetting a slope threshold along with a change curve of a deflection angle D delta of the differential resistance rudder, wherein the deflection angle interval [0, D delta ] corresponding to the slope threshold max ]Is the rudder effect dead zone.
4. The method of claim 1, wherein the step of obtaining a plurality of pre-deflection angle combinations of the inner rudder and the outer rudder of the first side wing based on the rudder dead zone and a first target condition comprises:
deflecting the inner rudder of the first side wing by ddelta+Δd and the outer rudder by ddelta+Δd;
wherein dδ=dδ max The value of Δd is { - |Δd|, - (|Δd| -1),.+ -. 1,0,1, -, |Δd| -1, |Δd| } and |Δd| is less than dδ max The pre-deflection angle combinations total 2 x|Δd|+1.
5. The method of claim 4, wherein the step of obtaining a lift coefficient versus drag coefficient variation curve and a pitch moment coefficient versus lift coefficient variation curve for each of the pre-deflection angle combinations based on the first pneumatic data matrix, the second pneumatic data matrix, and a plurality of the pre-deflection angle combinations comprises:
the second side wing inner rudder deflection-Ddelta+DeltaD and the outer rudder deflection Ddelta+DeltaD, wherein Ddelta= -Ddelta max ；
According to the following relation, a lift coefficient variation curve and a pitching moment coefficient variation curve with the lift coefficient under each pre-deflection angle combination are obtained:
wherein CL is i 、CD i 、Cm i Respectively a lift coefficient, a drag coefficient and a pitching moment coefficient, the lift coefficient, the resistance coefficient and the pitching moment coefficient of the whole machine when the control surface is not deflected are respectively->For the increment of lift coefficient, increment of resistance coefficient and increment of pitching moment coefficient caused by deflection D delta + delta D of inner rudder of first side wing>For the increment of lift coefficient, increment of resistance coefficient and increment of pitching moment coefficient caused by deflection-Ddelta+delta D of the outer rudder of the first side wing>The lift coefficient increment, the drag coefficient increment and the pitching moment coefficient increment caused by deflection-Ddelta+delta D of the inner rudder of the second side wing,the lift coefficient increment, the drag coefficient increment and the pitching moment coefficient increment which are caused when the second side wing outer rudder deflects Ddelta+DeltaD;
and obtaining a curve of the lift coefficient changing along with the drag coefficient and a curve of the pitching moment coefficient changing along with the lift coefficient according to the lift coefficient, the drag coefficient and the pitching moment coefficient.
6. The method of claim 1, wherein the step of obtaining the cruise lift coefficient in the current flight state based on the aircraft weight, the aircraft speed and the wing area in the current cruise flight state of the target aircraft comprises:
The cruising lift coefficient is obtained according to the following relation:
wherein CL is cruise G for cruising lift coefficient curise The weight of the aircraft in the current cruising flight state is Q is the speed and the pressure of the aircraft in the current cruising flight state, S is the wing area, G is the total weight of the whole aircraft, G oil For the weight of the fuel available to the whole machine,and (4) the residual oil quantity in the current flight state, wherein ρ is the air density at the current flight altitude, and V is the current flight speed.
7. The differential drag rudder pre-deflection determination method according to claim 1, wherein after the step of obtaining a target pre-deflection angle combination of the inner rudder and the outer rudder based on the cruising lift coefficient and a second target condition, further comprising:
and adjusting the first side wing inner rudder, the first side wing outer rudder, the second side wing inner rudder and the second side wing outer rudder according to the target pre-deflection angle combination.
8. A differential drag rudder pre-deflection determination device, comprising:
the data acquisition module is used for acquiring a second aerodynamic data matrix caused by deflection of a second side wing control surface of the target aircraft and yaw moment coefficients of a differential resistance rudder of the target aircraft under different deflection angles according to a first aerodynamic data matrix caused by deflection of the first side wing control surface of the target aircraft under the current cruising flight state;
The rudder dead zone obtaining module is used for obtaining a rudder dead zone based on a change curve of the yaw moment coefficient along with the deflection angle of the differential resistance rudder;
the pre-deflection angle combination acquisition module is used for acquiring various pre-deflection angle combinations of an inner rudder and an outer rudder of the first side wing based on the rudder effect dead zone and a first target condition; the first target condition is that the yaw moment coefficient generated after the inner rudder and the outer rudder of the first side wing deflect is the same;
the curve acquisition module is used for acquiring a lift coefficient variation curve along with a resistance coefficient and a pitching moment coefficient variation curve along with a lift coefficient under each pre-deflection angle combination according to the first pneumatic data matrix, the second pneumatic data matrix and the plurality of pre-deflection angle combinations;
the cruising lift coefficient acquisition module is used for acquiring a cruising lift coefficient in the current flight state according to the weight, the speed and the pressure of the airplane and the wing area of the target airplane in the current cruising flight state;
the target pre-deflection angle combination acquisition module is used for acquiring a target pre-deflection angle combination of the inner rudder and the outer rudder based on the cruising lift coefficient and a second target condition; wherein the second target condition is that the cruising lift coefficient has a minimum corresponding drag coefficient in the lift coefficient versus drag coefficient curve and a pitching moment coefficient closest to zero in the pitching moment coefficient versus lift coefficient curve.
9. A production apparatus comprising a memory and a processor, said memory having stored therein a computer program, said processor executing said computer program to implement the method of any of claims 1-7.
10. A computer readable storage medium, having stored thereon a computer program, the computer program being executable by a processor to implement the method of any of claims 1-7.
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