CN115783241A - Asynchronous deflection course control combined rudder control method of fusion body aircraft - Google Patents
Asynchronous deflection course control combined rudder control method of fusion body aircraft Download PDFInfo
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Abstract
The application discloses a method for controlling an asynchronous deflection course control combined rudder of a fusion aircraft, which is based on the fusion aircraft which is specially designed and comprises the combined rudder, the embedded resistance rudder and a simple wing flap at the rear edge of the combined rudder are subjected to decoupling control, so that besides powerful course control force, the problem of triaxial strong coupling in the prior art can be solved, the control of effectively improving the course control and ground deceleration control capability of the flat fusion layout aircraft during low/sub/transonic speed flight can be realized, and the problem of considering ground deceleration control during the course control of the flat fusion layout aircraft during low/sub/transonic speed flight is effectively solved.
Description
Technical Field
The application belongs to the field of aircraft research, and particularly relates to a control method of an asynchronous deflection course control combined rudder of a fusion aircraft.
Background
In the technical field of aircraft research, in order to achieve the aim of greatly improving the aerodynamic efficiency and the stealth performance of an aircraft, the layout of a flat fusion body of a flying wing layout and a layout similar to the flying wing layout is proposed again. Therefore, the advantages of high aerodynamic efficiency, high stealth performance and the like of the layout of the flying wings and the layout of a flat fusion body similar to the layout of the flying wings are kept, all-weather flying capability is realized, and a plurality of problems still exist in aerodynamic layout design, wherein one of the problems is the control coordination problem during low/sub/transonic speed flying. Because an aircraft has no tail, so that the stability and the maneuverability of the aircraft are reduced drastically, the main challenges in design are: the conventional heading control device with enough control efficiency is not replaced, so that the problems of generating strong heading control force and solving the triaxial strong coupling are faced, and at present, the heading control device is still a research hotspot at home and abroad, but a practical and effective solution path is not searched.
Disclosure of Invention
In order to solve the defects of the prior art, the application provides a combined rudder control method for asynchronous deflection course control of a fusion aircraft.
The technical effect that this application will reach is realized through following scheme:
in a first aspect, the present specification provides a method for controlling an asynchronous deflection course control combined rudder of a fusion aircraft, wherein the method is applied to the fusion aircraft, and the fusion aircraft comprises the combined rudder; the combined rudder comprises an embedded resistance rudder and a simple trailing edge flap; the embedded resistance rudders are arranged on the wings of the fusion aircraft in a deflecting way, so that the included angle between the embedded resistance rudders and the wings can be adjusted; the trailing edge simple flap is arranged on the trailing edge of the wing in a deflectable manner; the method comprises the following steps:
acquiring flight data of the fusion aircraft;
if the flight data show that the fusion body aircraft is in a constant lift and resistance increasing state, the combined rudder is adjusted to increase a first deflection angle between the embedded resistance rudder and the wing and increase a second deflection angle between the trailing edge simple flap and the wing, in addition, the first deflection angle is larger than the second deflection angle, and the range of the difference value of the absolute value of the first deflection angle and the absolute value of the second deflection angle is 0-10 degrees.
In an alternative embodiment of the present description, the first deflection angle is in the range of 0 degrees to 70 degrees.
In an alternative embodiment of the present description, the second deflection angle is in the range of-55 degrees to 55 degrees.
In an alternative embodiment of the present description, the method further comprises:
and if the flight data indicate that the fusion body aircraft is in a high lift and high resistance state, adjusting the combined rudder to enable the first deflection angle to be equal to 0 degree and enable the second deflection angle to be larger than 0 degree.
In an alternative embodiment of the present description, the method further comprises:
and if the flight data indicate that the fusion body aircraft is in a lifting and lowering speed state, adjusting the combined rudder to enable the first deflection angle to be larger than 0 degree and enable the second deflection angle to be equal to 0 degree.
In an alternative embodiment of the present description, the method further comprises:
and if the flight data indicate that the fusion body aircraft is in a ground deceleration state after landing, adjusting the combined rudder to enable the first deflection angle to reach the corresponding maximum value and enable the second deflection angle to reach the corresponding maximum value.
In an optional embodiment of the present description, after the adjusting the combined rudder, the method further comprises:
and if the flight data show that the taxiing speed of the fusion body aircraft is less than 20km/h, adjusting the target deflection angle to be 0 degree, wherein the target deflection angle is at least one of the first deflection angle and the second deflection angle.
In an alternative embodiment of the present description, the method further comprises:
if the flight data indicate that the fusion aircraft is in an air rolling state, monitoring parameters representing the air rolling state to obtain target data;
and if the target data indicate that the action amplitude of the air rolling state is greater than a preset amplitude threshold value, adjusting the second deflection angle to be greater than or less than 0 degree, wherein the second deflection angle is an included angle between the central lines of the trailing edge simple flaps along the forward flight direction of the fusion aircraft.
In an alternative embodiment of the present description, the adjusting the combined rudder comprises:
acquiring the pneumatic efficiency of the embedded resistance rudder as a first pneumatic efficiency; adjusting the combined rudder according to the first aerodynamic efficiency, wherein the difference is inversely related to the first aerodynamic efficiency; and/or the presence of a gas in the gas,
acquiring the aerodynamic efficiency of the simple flap at the trailing edge as a second aerodynamic efficiency; and adjusting the combined rudder according to the second aerodynamic efficiency, wherein the difference is positively correlated with the second aerodynamic efficiency.
In an alternative embodiment of the present description, the method further comprises:
if the flight data indicate that the fusion body aircraft is in a state of breaking lift and increasing resistance, the combined rudder is adjusted, so that the first deflection angle is larger than the second deflection angle, and the difference between the absolute values of the first deflection angle and the second deflection angle is larger than 10 degrees.
In an optional embodiment of the present description, the method further comprises at least one of:
the embedded resistance rudder is positioned at the position of 30-60% of the local chord length, and the area of one side is 1.4% of the reference area of the wing;
the simple trailing edge flap is positioned at 70-100% of the local chord length, and the area of one side of the simple trailing edge flap is 1.4% of the reference area of the wing;
the trailing edge simple flap is located directly behind the embedded drag rudder in a specified direction, wherein the specified direction is parallel to the flight direction of the fusion aircraft or the specified direction is perpendicular to the wingspan direction of the wing.
In a second aspect, the present specification provides an asynchronous yaw heading control combined rudder control device of a fusion aircraft for implementing the method in the first aspect.
In a third aspect, the present specification provides an electronic device comprising:
a processor; and
a memory arranged to store computer executable instructions that, when executed, cause the processor to perform the method of the first aspect.
In a fourth aspect, the present specification provides a computer readable storage medium storing one or more programs which, when executed by an electronic device comprising a plurality of application programs, cause the electronic device to perform the method of the first aspect.
The application provides a control method of an asynchronous deflection course control combined rudder of a fusion aircraft, the fusion aircraft containing the combined rudder is based on a special design, the embedded resistance rudder and the simple wing flap at the rear edge of the combined rudder are controlled in a decoupling mode, besides powerful course control force can be generated, the problem of triaxial strong coupling in the prior art can be solved, the control of course control and ground deceleration control capability of the flat fusion layout aircraft during low/sub/transonic speed flight can be effectively improved, and the problem that the course control of the flat fusion layout aircraft during low/sub/transonic speed flight is difficult to control and the ground deceleration is effectively solved.
Drawings
In order to more clearly illustrate the embodiments or prior art solutions of the present application, the drawings used in the description of the embodiments or prior art will be briefly described below, it is obvious that the drawings in the description below are only some embodiments described in the present application, and that other drawings can be obtained by those skilled in the art without inventive labor.
Fig. 1 is a partial structural schematic view of a combined rudder and wing at a viewing angle according to an embodiment of the present application;
fig. 2 is a partial structural schematic view of a combined rudder and wing at another view angle in an embodiment of the present application;
FIG. 3 is a flowchart of a method for controlling an asynchronous yaw heading control combined rudder of a fusion aircraft according to an embodiment of the present application;
FIG. 4 is a schematic structural diagram of an asynchronous deflection course control combined rudder control device of a fusion aircraft in an embodiment of the present application;
fig. 5 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
To make the objects, technical solutions and advantages of the present application more clear, the technical solutions of the present application will be clearly and completely described below with reference to specific embodiments and corresponding drawings. It should be apparent that the described embodiments are only some of the embodiments of the present application, 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 application.
The present invention will be described in further detail with reference to the following detailed description and accompanying drawings. Wherein like elements in different embodiments are numbered with like associated elements. In the following description, numerous details are set forth in order to provide a better understanding of the present application. However, those skilled in the art will readily recognize that some of the features may be omitted or replaced with other elements, materials, methods in different instances. In some instances, certain operations related to the present application have not been shown or described in detail in order to avoid obscuring the core of the present application from excessive description, and it is not necessary for those skilled in the art to describe these operations in detail, so that they may be fully understood from the description in the specification and the general knowledge in the art.
Furthermore, the features, operations, or characteristics described in the specification may be combined in any suitable manner to form various embodiments. Also, the various steps or actions in the method descriptions may be transposed or transposed in order, as will be apparent to one of ordinary skill in the art. Thus, the various sequences in the specification and drawings are for the purpose of describing certain embodiments only and are not intended to imply a required sequence unless otherwise indicated where such sequence must be followed.
The numbering of the components as such, e.g., "first", "second", etc., is used herein only to distinguish the objects as described, and does not have any sequential or technical meaning. The term "connected" and "coupled" when used in this application, unless otherwise indicated, includes both direct and indirect connections (couplings).
A flight vehicle is an apparatus that flies in the atmosphere or in an extraterrestrial space. Aircraft fall into 3 categories: aircraft, spacecraft, rockets, and missiles. Flying in the atmosphere is referred to as an aircraft, such as a balloon, airship, airplane, etc. They fly by the static buoyancy of air or the aerodynamic force generated by the relative movement of air. Flying in space is called a spacecraft, such as an artificial earth satellite, a manned spacecraft, a space probe, a space shuttle and the like. They are propelled by a carrier rocket to obtain the necessary speed to enter space and then make orbit motion similar to celestial bodies by means of inertia.
The desire of designers to fly an aircraft faster, farther, taller, and more fuel efficient is generally a goal in the design of civil airliners, and also a dream in the design of military aircraft. At present, the common aerodynamic layouts (such as conventional layouts, canard layouts and three-wing-surface layouts) of the airplane generally comprise wings, a cylindrical fuselage, vertical tails, horizontal tails, canard parts and the like, and after decades of researches, the performance potentials of the layouts are almost thoroughly excavated, and the aerodynamic performance of the layouts is difficult to greatly improve. In addition, from the demands of military aircrafts, the military aircrafts are very easy to detect by radars, poor in stealth performance and very weak in survival ability on a battlefield due to the fact that the number of edges of the layout is large, the radar scattering surface is large, and infrared rays are not shielded.
To further exploit the potential for aerodynamic and stealth performance of aircraft, fusion technology-based aircraft (e.g., flying wing aircraft) have come into force. The layout of an aircraft based on a fusion technology (hereinafter referred to as "fusion aircraft") and a flat fusion tailless layout similar to a flying wing layout are widely concerned and highly favored by the aviation industry. Because the layout does not have components which do not generate lift force but generate resistance, such as a cylindrical body, a horizontal tail and a vertical tail, the cruise lift-drag ratio can be effectively increased, the cruise aerodynamic efficiency is improved, the radar scattering cross section is greatly reduced, and the stealth characteristic of the layout is greatly improved.
At present, a variant empennage fused with the height of wings gradually becomes a research hotspot, and the heading control capability of a tailless/flying wing layout aircraft during low/sub/cross/supersonic cruise or maneuvering flight can be effectively improved. However, the design space of the wing and the vertical tail aerodynamic shape is greatly limited by the 'fusion' of the two characters, and the aerodynamic performance of the aircraft needs to be fully considered in the deformation process of the aircraft, so that the coarse and intermittent deformation is avoided as far as possible. The advantages of high aerodynamic efficiency, high stealth performance and the like of a flat fusion body layout of a flying wing layout and similar flying wing layouts are kept, all-weather flight capability is realized, and various problems still exist in aerodynamic layout design, wherein one of the problems is the control coordination problem in low/sub/transonic speed flight. Because an aircraft has no tail, so that the stability and the maneuverability of the aircraft are reduced drastically, the main challenges in design are: the conventional heading control device with enough control efficiency is not replaced, so that the problem of how to generate powerful heading control force and solve the problem of strong three-axis coupling is faced, and the problem is still a research hotspot at home and abroad at present, but a practical and effective solution path is not searched. Based on the technical scheme, the invention provides an operation scheme for enhancing the capability of the flat fusion body layout aircraft in effectively improving the heading control and ground deceleration control during low/sub/transonic speed flight, and effectively solves the problem that the heading control of the flat fusion body layout aircraft during low/sub/transonic speed flight is compatible with the ground deceleration control.
Various non-limiting embodiments of the present application are described in detail below with reference to the accompanying drawings.
The method in the specification is based on a fusion aircraft, and the fusion aircraft in the specification is based on a wing body fusion technology and can be an aircraft, a flying wing and other aviation equipment. The fusion body aircraft in the specification comprises wings and a morphing empennage.
In view of the above, the present application provides a combined rudder control method for asynchronous (i.e., the angle of the embedded drag rudder and the trailing edge simple flap can be different compared to the wing deflection, and/or the timing of starting the deflection) yaw heading control of a fusion aircraft. The method is applied to a fusion aircraft, and in an alternative embodiment of the present description, the partial structure of the combined rudder and wing 1 of the fusion aircraft is shown in fig. 1 and 2.
As shown in fig. 1 and 2, the fusogenic aircraft contains a combined rudder that includes a drag rudder assembly and a trailing edge flap assembly.
(1) Regarding the resistance rudder assembly.
The resistance rudder assembly comprises an embedded resistance rudder 2, a connecting rod 4 and an embedded resistance rudder rotating shaft 3. The connecting rod 4 is fixedly connected with the wing 1. One end of the embedded resistance rudder rotating shaft 3 is connected with the connecting rod 4 in a manner of deflecting around the axial direction of the connecting rod 4, and the other end of the embedded resistance rudder rotating shaft 3 is fixedly connected with one end of the embedded resistance rudder 2 relatively. In an alternative embodiment, the link 4 and the embedded resistance rudder turning shaft 3 have an integrated structure.
The embedded drag rudder 2 can be deflected compared to the wing 1 when the drag rudder assembly is controlled. In the direction of deflection, the included angle between the embedded resistance rudder 2 and the wing 1 is a first deflection angle (as shown by an angle α 1 in fig. 1), specifically, the first deflection angle is the included angle between the profile surface of the embedded resistance rudder 2 facing the wing 1 and the profile surface of the wing 1 facing the embedded resistance rudder 2. When the first deflection angle is 0 degree (0 degree), the embedded resistance rudder 2 is in a closed state; when the first deflection angle is not 0 degree (0 °), the embedded resistance rudder 2 is in an open state.
The embedded resistance rudder 2 and the wing 1 in the specification are designed in a fusion mode, play a role in breaking lift and increasing resistance, and participate in course control during air flight. In an alternative embodiment of the present description, the first deflection angle is in the range of 0 degrees to 70 degrees (inclusive). Optionally, the range of the first yaw angle is a range when the fusion body aircraft participates in the deceleration control after landing.
Since the aircraft in this description is a fusion aircraft, the profile of the embedded drag rudder 2 towards the external environment smoothly transitions with the profile of the wing 1 towards the external environment when the embedded drag rudder 2 is in the closed state.
When the embedded resistance rudder 2 is in an open state, the embedded resistance rudder 2 protruding out of the surface of the wing 1 destroys the smooth appearance of the upper surface of the wing 1, blocks airflow flowing in the incoming flow direction, reduces the flow speed, reduces the lift force of the wing 1, generates roll torque deflecting downwards from the wing 1, and brings additional burden to an aileron for roll control, meanwhile, the embedded resistance rudder 2 generates a projection area on the windward side, and the projection area increases with the increase of skewness, like a plane baffle with the same area, forms resistance under the impact of the incoming flow airflow, and generates yaw torque deflecting towards the side where the embedded resistance rudder 2 deflects, so that the embedded resistance rudder 2 generates the effect of reducing lift and increasing resistance (namely, reducing the lift force when the fusion aircraft flies, and increasing the resistance when the fusion aircraft flies).
The resistance rudder assemblies in the specification can comprise two groups, and the two groups of resistance rudder assemblies are respectively arranged on wings on two sides of the flight of the fusion body. The respective first deflection angles of the drag rudder assemblies respectively arranged on the wings on both sides can be the same or different. Illustratively, when the deflection angle of the embedded resistance rudder on at least one side is 30 degrees, the heading control capability under the condition of the flight with the sideslip angle of 15 degrees can be effectively realized.
(2) Regarding trailing edge flap assemblies.
The trailing edge flap assembly comprises a trailing edge simple flap 5 and a simple flap rotation shaft 6. One end of the trailing simple flap 5 is connected to the simple flap pivot 6 so as to be pivotable about the axis of the simple flap pivot 6.
The deflecting action of the trailing edge simple flap 5 compared to the wing 1 can be achieved when controlling the trailing edge flap assembly. In the direction of deflection, the trailing edge simple flap 5 and the wing 1 are in a fused state (as in fig. 1, the trailing edge simple flap 5 is in a position corresponding to the dashed line of the trailing edge simple flap 5), and the included angle between the centerlines of the trailing edge simple flap 5 in the forward flight direction of the fused aircraft is a second deflection angle (as shown by the angle α 2 in fig. 1). The trailing edge simple flap 5 can be deflected upwards (in fig. 1, the opposite direction to the deflection direction of the trailing edge simple flap 5) relative to the wing 1, the second deflection angle then being negative; the trailing edge simple flap 5 can be deflected downward (in fig. 1, the direction of the deflection direction of the trailing edge simple flap 5) relative to the wing 1, the second deflection angle then being positive. When the second deflection angle is 0 degree (0 °), the trailing edge simple flap 5 is in a closed state; when the second deflection angle is not 0 degrees (0 °), the trailing edge simple flap 5 is in an open state.
The trailing edge simple flap 5 and the wing 1 in the specification are designed in a fused mode, the functions of increasing lift and drag are achieved, and course control is participated in during air flight. In an alternative embodiment of the present description, the second deflection angle is in the range of-55 degrees to 55 degrees (inclusive). Alternatively, the range is a range in which the trailing edge simple flap 5 participates in deceleration control after landing.
After the simple wing flap 5 on the trailing edge deflects, the chord-wise camber of the wing 1 is increased, the rear loading is enhanced, the lift force of the wing 1 is increased, the roll moment deflecting upwards is generated, the aileron is required to trim, meanwhile, the simple wing flap 5 on the trailing edge generates a projection area on the windward side, the projection area is increased along with the increase of the deflection, as a plane baffle plate with the same area, the resistance is formed under the impact of the incoming flow, the yaw moment deflecting from the nose to the side of the simple wing flap 5 on the trailing edge is generated, and therefore, the simple wing flap 5 on the trailing edge generates the effects of lift and drag increase.
The trailing edge flap assemblies in the specification can comprise two groups, and the two groups of trailing edge flap assemblies are respectively arranged on wings on two sides of the fusion body in flight. The respective first deflection angles of the trailing edge flap assemblies arranged on the wings on both sides can be identical or different.
(3) Regarding the cooperation of the drag rudder assembly and the trailing edge flap assembly.
The flat fusion body layout aircraft (namely, the fusion body aircraft in the specification) realizes course attitude control by means of an embedded resistance rudder which generates resistance differences on the left side and the right side after a control surface is opened. Specifically, the embedded resistance rudder 2 reduces lift and increases resistance, the simple flap 5 at the trailing edge increases lift and increases resistance, and the two are combined to form the combined rudder, so that the combined rudder can be greatly balanced in lift force and enhanced in resistance, namely, the effect of not greatly increasing the resistance when the lift force is changed is achieved.
In an alternative embodiment of the present specification, the combined rudder is located near the wingtip of the wing in the span direction of 60% to 80%. The plane shape of the embedded resistance rudder is a parallelogram, the front edge/the rear edge of the outer section wing is parallel to the front edge/the rear edge of the outer section wing, the end surfaces at two sides of the embedded resistance rudder are parallel to the flow direction, and the embedded resistance rudder is embedded in the wing, so that the aerodynamic stealth performance of the fusion aircraft is improved, and the aerodynamic interference degree of the end surfaces is reduced. The embedded resistance rudder is positioned at the position of 30-60% of the local chord length, the area of one side is 1.4% of the reference area of the wing, the deflection angle range of the rudder is 0-70 degrees, and deflection is realized around the hinge through a driving mechanism.
The rear edge simple flap is positioned right behind the embedded drag rudder (optionally, the projection of the connecting line of the central points of the embedded drag rudder and the rear edge simple flap in the plane formed by the spread wings is parallel to the flight direction of the fusion aircraft), the rear edge of the wing is close to the rear edge, the parallelogram plane shape similar to the embedded drag rudder is also adopted and positioned at 70% -100% of the local chord length, the single-side area is 1.4% of the reference area of the wing, the deflection angle range of the rudder is-55 degrees to +55 degrees, the deflection is realized around a hinge through a driving mechanism, and in order to avoid the adverse effect on a flow field caused by pits or cavities on the wing after the embedded drag rudder on the wing is opened, the appearance of the wing corresponding to the position of the embedded drag rudder is subjected to skin rectification transition.
Optionally, the combined rudder formed by the embedded drag rudder 2 and the trailing edge simple flap 5 is suitable for yaw attitude stability control under the constraint of stealth performance in the low, sub and transonic speed range. The embedded resistance rudder 2 is mainly used for course attitude control of the fusion body aircraft during air flight and is used for assisting ground running deceleration control and descending and ascending and descending speed control of a descending and high-order section after landing. The trailing edge simple flap 5 is mainly used for course attitude control during aerial flight of the fusion aircraft and is used for ground running deceleration control after landing and roll attitude control during aerial flight in an auxiliary manner.
Various non-limiting embodiments of the present application are described in detail below with reference to the accompanying drawings. The execution subject of the method in the present specification may be a control module of the fusion aircraft. In this specification, as shown in fig. 3, an asynchronous yaw and heading control combined rudder control method for a fusion aircraft includes the following steps:
s300: and acquiring flight data of the fusion body aircraft.
The flight data in this specification includes data for characterizing the flight state of the fusion aircraft. The flight data may be data of the nature of the command (e.g., climb command, etc.) generated by the pilot's maneuver triggering the aircraft; or data acquired from the environment outside and/or inside the fusion aircraft (such as cabin pressure, flight altitude, etc. inside the fusion aircraft); but also data (e.g., engine speed, etc.) collected for the operating conditions of the fusion aircraft part components.
It can be seen that the flight state in this specification may be a state where the fusion aircraft is currently located, or may be a state where the fusion aircraft is to reach and has not yet reached the target. Illustratively, the several states that the methods of the present specification may involve may include at least one of: a fixed lift resistance-increasing state, a land front lifting speed-reducing state, a land rear ground speed-reducing state and an air rolling state.
S302: if the flight data indicate that the fusion body aircraft is in a constant lift and resistance increasing state, the combined rudder is adjusted to increase a first deflection angle between the embedded drag rudder and the wing and increase a second deflection angle between the trailing edge simple flap and the wing, and the first deflection angle is larger than the second deflection angle, and the range of the difference value of the absolute value of the first deflection angle and the absolute value of the second deflection angle is 0-10 degrees.
The fixed-lift resistance-increasing state in the present specification means: the lift of the front wing and the rear wing is unchanged when the control surface is opened (the finger fusion body aircraft is not in a static state relative to the ground) in the flight process, but the resistance is increased. The constant-lift resistance-increasing state is possible to occur at any stage of flight, such as a cruise flight stage and the like.
In order to enter a constant lift and resistance increasing state, the embedded resistance rudder deflects upwards to destroy the lift force of the wing to lift. The simple wing flap of trailing edge deflects downwards, increases wing station airfoil camber and rises, and the two combine together just can make two rudders open the back wing lift and do not have the change volume of wing lift when not opening for two rudders greatly, in order to realize surely rising completely.
Because of the same deflection angle, the trailing edge simple flap has stronger lift increasing capability due to the increase of the chord-wise camber compared with the lift decreasing capability of the embedded drag rudder on the wing due to the enhancement of the airflow interference. Therefore, when the deflection angle of the embedded resistance rudder is larger than that of the simple flap at the rear edge, and the difference range of the angles is 0-10 degrees, the effects of fixed lift and resistance increase can be achieved, the coupling in the longitudinal direction and the transverse direction is small, and the decoupling design with the longitudinal and transverse control is realized. When the aircraft lands, the course control is mainly controlled by the deflection of the front wheels, the combined rudder formed by the embedded resistance rudder and the simple wing flap at the rear edge is changed into a speed reduction control rudder, the deflection angle reaches the maximum, the generated resistance reaches the maximum, the speed can be effectively reduced, and the running distance is shortened.
In an alternative embodiment of the present description, the difference between the first deflection angle and the second deflection angle is also related to the aerodynamic efficiency of the embedded drag rudder and/or the trailing edge simple flap. Specifically, when the combined rudder is adjusted in a constant lift and resistance increasing state, the aerodynamic efficiency of the embedded resistance rudder can be obtained as a first aerodynamic efficiency; adjusting the combined rudder according to the first aerodynamic efficiency, wherein the difference is inversely related to the first aerodynamic efficiency; and/or, obtaining an aerodynamic efficiency of the trailing edge simple flap as a second aerodynamic efficiency; and adjusting the combined rudder according to the second aerodynamic efficiency, wherein the difference is positively correlated with the second aerodynamic efficiency.
The asynchronous deflection course control combined rudder control method of the fusion aircraft introduced in the specification is based on the fusion aircraft which is specially designed and comprises the combined rudder, the embedded resistance rudder and the simple wing flap at the rear edge of the combined rudder are subjected to decoupling control, the problem of strong triaxial coupling in the prior art can be solved besides strong course control force, the control of effectively improving course control and ground deceleration control capability of the flat fusion layout aircraft during low/sub/transonic flight can be realized, and the problem of course control and ground deceleration control of the flat fusion layout aircraft during low/sub/transonic flight is effectively solved.
The control method of the combined rudder will now be described in relation to several other states that may be involved in the flight of the fusion aircraft in this description.
(1) Regarding the broken lift resistance-increasing state.
The lifting-breaking resistance-increasing state refers to the state of the fusion body aircraft when the lifting force of the wings is reduced and the flight resistance of one side of the fusion body aircraft is increased. The method is characterized in that the method is started and used in the whole flight process (full-speed domain and full-height), when the course needs to be changed or the course is kept unchanged under the condition of crosswind, the embedded resistance rudder (which is a dynamic process) needs to be opened, a certain course control capability is provided in a lift-breaking and resistance-increasing mode, and the embedded resistance rudder and the simple trailing edge flap are combined together to perform course control.
If the flight data indicate that the fusion body aircraft is in a state of breaking lift and increasing resistance, the combined rudder is adjusted, so that the first deflection angle is larger than the second deflection angle, and the difference between the absolute values of the first deflection angle and the second deflection angle is larger than 10 degrees.
(2) Regarding the high lift and high resistance state.
The high-lift high-resistance state is as follows: and when the wing lift force is increased and the flight resistance of one side of the fusion body aircraft is increased, the state of the fusion body aircraft is in. The resistance-increasing state is similar to the 'broken lift resistance-increasing state' described above, except that the embedded drag rudder reduces lift, while the trailing edge simple flaps increase lift, but both increase flight resistance after deflection; the trailing edge simple flap can be started and used in the whole flight process (full speed domain full height), and when the course needs to be changed or the course is kept unchanged under the condition of crosswind, the trailing edge simple flap needs to be deflected (which is a dynamic process) to provide certain course control capability in a mode of increasing lift and drag (increasing wing lift and increasing flight resistance on one side of an aircraft).
And if the flight data indicate that the fusion body aircraft is in a high lift and high resistance state, adjusting the combined rudder to enable the first deflection angle to be equal to 0 degree and enable the second deflection angle to be larger than 0 degree.
(3) Regarding the falling and rising speed state.
The descending, ascending and descending states are as follows: the lift force of the wings is reduced, and the flying speed of the fusion body aircraft is reduced. The falling ramp-down state generally has two implications: firstly, after the embedded drag rudder is opened, the lift force of the wings is reduced, and the high-altitude descent flight of the fusion body aircraft is realized (for example, the descent and the ascent are realized at a descending high-order section before the landing), namely the descent and the ascent are realized; and secondly, the embedded resistance rudder can generate flight resistance after being opened, so that the flight speed of the fusion body aircraft is reduced in the air (certainly, the fusion body aircraft can also be decelerated by reducing an accelerator, but the method is relatively slow in deceleration response), namely, the fusion body aircraft is decelerated. The speed-reducing and lifting state can occur in the stage before the fusion aircraft lands and can also occur in other stages in the flight process.
Illustratively, the high descending stage before landing refers to a stage that the aircraft gradually descends from a high altitude position (8 km-11km, depending on the height of a cruise flight position) to a height position 20m above a runway, and from the moment of determining the descending height, the ascending force on the wing can be destroyed by opening an embedded resistance rudder on the wing (how much the deflection is determined by the speed of descending height), and the descending of the aircraft can be realized under the action of gravity.
If the flight data indicate that the fusion aircraft is in a lifting and descending speed state, the combined rudder is adjusted, so that the first deflection angle is larger than 0 degree (namely, the embedded resistance rudder is in an open state), and the second deflection angle is equal to 0 degree (namely, the trailing edge simple flap is in a closed state). The specific values of the first deflection angle and the second deflection angle can be determined according to actual conditions.
(4) Regarding the ground deceleration status after landing.
The ground deceleration state after the land is as follows: the fusion aircraft decelerates while taxiing on the ground, that is, the fusion aircraft is in a state where the tire of the fusion aircraft is in contact with the ground and the fusion aircraft is stationary relative to the ground.
And if the flight data indicate that the fusion body aircraft is in a ground deceleration state after landing, adjusting the combined rudder to enable the first deflection angle to reach a corresponding maximum value and the second deflection angle to reach a corresponding maximum value.
Specifically, after the fusion body aircraft lands, the upward deflection of the embedded resistance rudders on the left side and the right side of the fusion body aircraft reaches 70 degrees at maximum, the downward deflection of the simple trailing edge flap reaches 55 degrees at maximum, the combined flight resistance reaches the maximum, deceleration during ground taxiing can be realized until the forward sliding speed is less than 20km/h, the target deflection angle is adjusted to tend to 0 degree, and the target deflection angle is at least one of the first deflection angle and the second deflection angle.
(5) Regarding the air tumbling conditions.
In the flying process, when an emergency (such as a large-side gust) needs large rolling but the capability of the current aileron (not the combined rudder mentioned in the invention, but another rudder positioned at the inner side of the trailing edge simple flap) is insufficient, the flight control system of the aircraft starts an auxiliary measure, namely, the trailing edge simple flap for course control distributes a part of functions to the rolling control to enhance the rolling control capability, and the wing lift force changes at the left side and the right side of the aircraft can change the rolling attitude of the aircraft.
Specifically, if the flight data indicate that the fusion aircraft is in an air rolling state, monitoring parameters representing the air rolling state to obtain target data; and if the target data indicate that the action amplitude of the air rolling state is greater than a preset amplitude threshold value, adjusting the second deflection angle to be greater than or less than 0 degree.
Therefore, by the method in the specification, the problem of insufficient course control capability under stealth constraint when the flat fusion body layout aircraft flies in the air is solved based on the asynchronous deflection course control resistance rudder, the problem of insufficient ground run deceleration capability after the flat fusion body layout aircraft lands is solved, and the course control capability, the stealth capability and the short-distance landing capability of the aircraft during flying are improved.
Based on the same idea, the embodiment of the present specification further provides an asynchronous yaw heading control combined rudder control device of a fusion aircraft corresponding to the partial process shown in fig. 3.
As shown in fig. 4, the asynchronous yaw heading control combined rudder control device of a fusion aircraft in the present specification may include one or more of the following modules:
a data acquisition module 400 configured to: and acquiring flight data of the fusion body aircraft.
A combined rudder control module 402 configured to: if the flight data show that the fusion body aircraft is in a constant lift and resistance increasing state, the combined rudder is adjusted to increase a first deflection angle between the embedded resistance rudder and the wing and increase a second deflection angle between the trailing edge simple flap and the wing, in addition, the first deflection angle is larger than the second deflection angle, and the range of the difference value of the absolute value of the first deflection angle and the absolute value of the second deflection angle is 0-10 degrees.
In an alternative embodiment of the present description, the first deflection angle is in the range of 0 degrees to 70 degrees.
In an alternative embodiment of the present description, the second deflection angle is in the range of-55 degrees to 55 degrees.
In an alternative embodiment of the present description, the combined rudder control module 402 is further configured to: and if the flight data indicate that the fusion body aircraft is in a high lift and high resistance state, adjusting the combined rudder to enable the first deflection angle to be equal to 0 degree and enable the second deflection angle to be larger than 0 degree.
In an alternative embodiment of the present description, the combined rudder control module 402 is further configured to: and if the flight data indicate that the fusion body aircraft is in a lifting and lowering speed state, adjusting the combined rudder to enable the first deflection angle to be larger than 0 degree and enable the second deflection angle to be equal to 0 degree.
In an alternative embodiment of the present description, the combined rudder control module 402 is further configured to: and if the flight data indicate that the fusion body aircraft is in a ground deceleration state after landing, adjusting the combined rudder to enable the first deflection angle to reach a corresponding maximum value and the second deflection angle to reach a corresponding maximum value.
In an alternative embodiment of the present description, the combined rudder control module 402 is further configured to: and if the flight data show that the taxiing speed of the fusion body aircraft is less than 20km/h, adjusting the target deflection angle to be 0 degree, wherein the target deflection angle is at least one of the first deflection angle and the second deflection angle.
In an alternative embodiment of the present description, the combined rudder control module 402 is further configured to: if the flight data indicate that the fusion aircraft is in an air rolling state, monitoring parameters representing the air rolling state to obtain target data; and if the target data indicate that the action amplitude of the air rolling state is greater than a preset amplitude threshold value, adjusting the second deflection angle to be greater than or less than 0 degree.
In an alternative embodiment of the present disclosure, the combined rudder control module 402 is specifically configured to: acquiring the pneumatic efficiency of the embedded resistance rudder as a first pneumatic efficiency; and adjusting the combined rudder according to the first aerodynamic efficiency, wherein the difference is inversely related to the first aerodynamic efficiency.
In an alternative embodiment of the present disclosure, the combined rudder control module 402 is specifically configured to: acquiring the aerodynamic efficiency of the simple flap at the trailing edge as a second aerodynamic efficiency; and adjusting the combined rudder according to the second aerodynamic efficiency, wherein the difference is positively correlated with the second aerodynamic efficiency.
In an alternative embodiment of the present description, the combined rudder control module 402 is further configured to: if the flight data indicate that the fusion body aircraft is in a state of breaking lift and increasing resistance, the combined rudder is adjusted, so that the first deflection angle is larger than the second deflection angle, and the difference between the absolute values of the first deflection angle and the second deflection angle is larger than 10 degrees.
In an alternative embodiment of the present specification, the embedded drag rudder is located at 30% -60% of the local chord length, and the unilateral area is 1.4% of the reference area of the wing.
In an alternative embodiment of the present description, the simple trailing edge flap is positioned at 70% to 100% of the local chord length, and the unilateral area is 1.4% of the reference area of the wing.
In an alternative embodiment of the present description, the trailing edge simple flap is located directly behind the embedded drag rudder in the given direction.
Fig. 5 is a schematic structural diagram of an electronic device according to an embodiment of the present application. Referring to fig. 5, at a hardware level, the electronic device includes a processor, and optionally further includes an internal bus, a network interface, and a memory. The Memory may include a Memory, such as a Random-Access Memory (RAM), and may further include a non-volatile Memory, such as at least 1 disk Memory. Of course, the electronic device may also include hardware required for other services.
The processor, the network interface, and the memory may be connected to each other via an internal bus, which may be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral component interconnect) bus, an EISA (Extended Industry Standard Architecture) bus, or the like. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one double-headed arrow is shown in FIG. 5, but this does not indicate only one bus or one type of bus.
And the memory is used for storing programs. In particular, the program may include program code comprising computer operating instructions. The memory may include both memory and non-volatile storage and provides instructions and data to the processor.
And the processor reads the corresponding computer program from the nonvolatile memory into the memory and then runs the computer program to form the asynchronous deflection course control combined rudder control method of the fusion aircraft on a logic level. And the processor is used for executing the program stored in the memory and is specifically used for executing the asynchronous deflection course control combined rudder control method of any one of the fusion aircrafts.
The method for controlling the combined rudder for the asynchronous yaw heading control of the fusogenic aircraft disclosed in the embodiment of fig. 3 of the present application can be applied to a processor (i.e., a deleted control module in the present specification), or implemented by the processor. The processor may be an integrated circuit chip having signal processing capabilities. In implementation, the steps of the above method may be performed by integrated logic circuits of hardware in a processor or instructions in the form of software. The Processor may be a general-purpose Processor, including a Central Processing Unit (CPU), a Network Processor (NP), and the like; but also Digital Signal Processors (DSPs), application Specific Integrated Circuits (ASICs), field Programmable Gate Arrays (FPGAs) or other Programmable logic devices, discrete Gate or transistor logic devices, discrete hardware components. The various methods, steps, and logic blocks disclosed in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of the method disclosed in connection with the embodiments of the present application may be directly implemented by a hardware decoding processor, or implemented by a combination of hardware and software modules in the decoding processor. The software module may be located in ram, flash memory, rom, prom, or eprom, registers, etc. storage media as is well known in the art. The storage medium is located in a memory, and a processor reads information in the memory and completes the steps of the method in combination with hardware of the processor.
The electronic device may further execute the asynchronous yaw heading control combined rudder control method of the fusion aircraft in fig. 3, and implement the functions of the embodiment shown in fig. 3, which is not described herein again in this embodiment of the present application.
The embodiment of the application also provides a computer readable storage medium, which stores one or more programs, wherein the one or more programs comprise instructions, and the instructions can enable an electronic device comprising a plurality of application programs to execute the method executed by the asynchronous deflection and course control combined rudder control method of the fusion aircraft in the embodiment shown in fig. 3, and are particularly used for executing the asynchronous deflection and course control combined rudder control method of any one fusion aircraft.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
In a typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.
The memory may include forms of volatile memory in a computer readable medium, random Access Memory (RAM) and/or non-volatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). Memory is an example of a computer-readable medium.
Computer-readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic tape cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined herein, a computer readable medium does not include a transitory computer readable medium such as a modulated data signal and a carrier wave.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus 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 apparatus. Without further limitation, an element defined by the phrases "comprising a," "8230," "8230," or "comprising" does not exclude the presence of other like elements in a process, method, article, or apparatus comprising the element.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The above description is only an example of the present application and is not intended to limit the present application. Various modifications and changes may occur to those skilled in the art to which the present application pertains. Any modification, equivalent replacement, improvement or the like made within the spirit and principle of the present application shall be included in the scope of the claims of the present application.
Claims (10)
1. The asynchronous deflection course control combined rudder control method of the fusion aircraft is characterized in that the method is applied to the fusion aircraft, and the fusion aircraft comprises a combined rudder; the combined rudder comprises an embedded resistance rudder and a simple trailing edge flap; the embedded resistance rudders are arranged on the wings of the fusion aircraft in a deflecting way, so that the included angle between the embedded resistance rudders and the wings can be adjusted; the trailing edge simple flap is arranged on the trailing edge of the wing in a deflectable manner; the method comprises the following steps:
acquiring flight data of the fusion aircraft;
if the flight data indicate that the fusion body aircraft is in a constant lift and resistance increasing state, the combined rudder is adjusted to increase a first deflection angle between the embedded drag rudder and the wing and increase a second deflection angle between the trailing edge simple flap and the wing, and the first deflection angle is larger than the second deflection angle, and the range of the difference value of the absolute value of the first deflection angle and the absolute value of the second deflection angle is 0-10 degrees.
2. The method of claim 1, wherein the first deflection angle ranges from 0 degrees to 70 degrees; and/or the second deflection angle ranges from-55 degrees to 55 degrees.
3. The method of claim 1, wherein the method further comprises:
and if the flight data indicate that the fusion body aircraft is in a high lift and high resistance state, adjusting the combined rudder to enable the first deflection angle to be equal to 0 degree and enable the second deflection angle to be larger than 0 degree.
4. The method of claim 1, wherein the method further comprises:
and if the flight data indicate that the fusion body aircraft is in a lifting and lowering speed state, adjusting the combined rudder to enable the first deflection angle to be larger than 0 degree and enable the second deflection angle to be equal to 0 degree.
5. The method of claim 1, wherein the method further comprises:
and if the flight data indicate that the fusion body aircraft is in a ground deceleration state after landing, adjusting the combined rudder to enable the first deflection angle to reach a corresponding maximum value and the second deflection angle to reach a corresponding maximum value.
6. The method of claim 5, wherein after adjusting the combined rudder, the method further comprises:
and if the flight data show that the taxiing speed of the fusion body aircraft is less than 20km/h, adjusting the target deflection angle to be 0 degree, wherein the target deflection angle is at least one of the first deflection angle and the second deflection angle.
7. The method of claim 1, wherein the method further comprises:
if the flight data indicate that the fusion aircraft is in an air rolling state, monitoring parameters representing the air rolling state to obtain target data;
and if the target data indicate that the action amplitude of the air rolling state is greater than a preset amplitude threshold value, adjusting a second deflection angle to be greater than or less than 0 degree, wherein the second deflection angle is an included angle between the center lines of the trailing edge simple flaps along the forward flight direction of the fusion body aircraft.
8. The method of claim 1, wherein adjusting the combined rudder comprises:
acquiring the pneumatic efficiency of the embedded resistance rudder as a first pneumatic efficiency; adjusting the combined rudder according to the first aerodynamic efficiency, wherein the difference is inversely related to the first aerodynamic efficiency; and/or, obtaining an aerodynamic efficiency of the trailing edge simple flap as a second aerodynamic efficiency; and adjusting the combined rudder according to the second aerodynamic efficiency, wherein the difference is positively correlated with the second aerodynamic efficiency.
9. The method of claim 1, wherein the method further comprises:
if the flight data indicate that the fusion body aircraft is in a state of breaking lift and increasing resistance, the combined rudder is adjusted, so that the first deflection angle is larger than the second deflection angle, and the difference between the absolute values of the first deflection angle and the second deflection angle is larger than 10 degrees.
10. The method of claim 1, further comprising at least one of:
the embedded resistance rudder is positioned at the position of 30-60% of the local chord length, and the area of one side is 1.4% of the reference area of the wing;
the simple trailing edge flap is positioned at 70-100% of the local chord length, and the area of one side of the simple trailing edge flap is 1.4% of the reference area of the wing;
in the given direction, the trailing edge simple flap is located directly behind the embedded drag rudder.
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