CN115783241B - Asynchronous deflection course control combined rudder control method of fusion aircraft - Google Patents
Asynchronous deflection course control combined rudder control method of fusion aircraft Download PDFInfo
- Publication number
- CN115783241B CN115783241B CN202310081015.4A CN202310081015A CN115783241B CN 115783241 B CN115783241 B CN 115783241B CN 202310081015 A CN202310081015 A CN 202310081015A CN 115783241 B CN115783241 B CN 115783241B
- Authority
- CN
- China
- Prior art keywords
- deflection angle
- rudder
- aircraft
- fusion
- wing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000004927 fusion Effects 0.000 title claims abstract description 130
- 238000000034 method Methods 0.000 title claims abstract description 68
- 230000001965 increasing effect Effects 0.000 claims description 32
- 238000005096 rolling process Methods 0.000 claims description 17
- 230000001174 ascending effect Effects 0.000 claims description 4
- 238000012544 monitoring process Methods 0.000 claims description 4
- 230000007480 spreading Effects 0.000 claims description 2
- 238000003892 spreading Methods 0.000 claims description 2
- 230000008878 coupling Effects 0.000 abstract description 8
- 238000010168 coupling process Methods 0.000 abstract description 8
- 238000005859 coupling reaction Methods 0.000 abstract description 8
- 230000009467 reduction Effects 0.000 abstract description 5
- 238000003860 storage Methods 0.000 description 15
- 238000004590 computer program Methods 0.000 description 11
- 230000008569 process Effects 0.000 description 11
- 238000010586 diagram Methods 0.000 description 9
- 238000013461 design Methods 0.000 description 8
- 230000000694 effects Effects 0.000 description 7
- 238000012545 processing Methods 0.000 description 7
- 230000000712 assembly Effects 0.000 description 6
- 238000000429 assembly Methods 0.000 description 6
- 230000006870 function Effects 0.000 description 6
- 238000011160 research Methods 0.000 description 6
- 238000005516 engineering process Methods 0.000 description 5
- 230000008859 change Effects 0.000 description 4
- 230000008901 benefit Effects 0.000 description 3
- 230000003287 optical effect Effects 0.000 description 3
- 230000003068 static effect Effects 0.000 description 3
- 230000009471 action Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000002093 peripheral effect Effects 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 description 1
- 235000015842 Hesperis Nutrition 0.000 description 1
- 235000012633 Iberis amara Nutrition 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 238000003491 array Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000012217 deletion Methods 0.000 description 1
- 230000037430 deletion Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000011022 operating instruction Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 239000000523 sample Substances 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
- 238000011105 stabilization Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Images
Landscapes
- Traffic Control Systems (AREA)
Abstract
The application discloses an asynchronous deflection course control combined rudder control method of a fusion aircraft, which is based on a specially designed fusion aircraft comprising a combined rudder, and is used for carrying out decoupling control on an embedded resistance rudder and a trailing edge simple flap of the combined rudder, so that the problem of strong triaxial coupling in the prior art can be solved besides the strong course control force, the control of effectively improving the course control and the ground speed reduction control capability when the flat fusion aircraft flies at low/sub/transonic speed can be realized, and the difficulty of the course control of the flat fusion aircraft at low/sub/transonic speed flying at the ground speed reduction control can be 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 heading control combined rudder of a fusion aircraft.
Background
In the technical field of aircraft research, in order to achieve the goal of greatly improving aerodynamic efficiency and stealth performance of an aircraft, an flying wing layout and a flat fusion layout similar to the flying wing layout are proposed again. The method has the advantages of high aerodynamic efficiency, high stealth performance and the like of the flying wing layout and the flat fusion layout similar to the flying wing layout, and all-weather flying capability, and has a plurality of problems in aerodynamic layout design, wherein one of the problems is the control coordination problem in low/sub/transonic speed flight. Because aircraft have no tail wing, so that stability and handling performance of the aircraft are drastically reduced, the main challenges faced in design are: the conventional heading control device with sufficient control efficiency is not replaced, so that the problem of generating strong heading control force and solving the strong coupling of the three shafts is faced, and the heading control device is still a research hot spot at home and abroad at present, and a practical and effective solving way is not sought.
Disclosure of Invention
In order to solve the defects of the prior art, the application provides an asynchronous deflection heading control combined rudder control method of a fusion aircraft.
The technical effect to be achieved by the application is realized through the following scheme:
in a first aspect, the present description provides a method for controlling an asynchronous yaw heading control combination rudder of a fusion aircraft, the method being applied to a fusion aircraft, the fusion aircraft comprising a combination rudder; the combined rudder comprises an embedded resistance rudder and a trailing edge simple flap; the embedded resistance rudders are arranged on the wings of the fusion aircraft in a deflectable way, so that the included angles between the embedded resistance rudders and the wings are adjustable; the trailing edge simple flap is arranged on the trailing edge of the wing in a deflectable way; the method comprises the following steps:
acquiring flight data of the fusion aircraft;
and if the flight data indicate that the fusion aircraft is in a fixed-lift resistance-increasing state, adjusting the combined rudder to increase a first deflection angle between the embedded resistance rudder and the wing and to increase a second deflection angle between the trailing edge simple flap and the wing, wherein the first deflection angle is larger than the second deflection angle, and the difference value of the absolute value of the first deflection angle and the absolute value of the second deflection angle ranges from 0 degree to 10 degrees.
In an alternative embodiment of the present description, the first deflection angle ranges from 0 degrees to 70 degrees.
In an alternative embodiment of the present description, the second deflection angle ranges from-55 degrees to 55 degrees.
In an alternative embodiment of the present specification, the method further comprises:
and if the flight data indicate that the fusion aircraft is in an lift and drag increasing state, adjusting the combined rudder so that the first deflection angle is equal to 0 degree and the second deflection angle is greater than 0 degree.
In an alternative embodiment of the present specification, the method further comprises:
and if the flight data indicate that the fusion aircraft is in a descending and ascending speed state, adjusting the combined rudder so that the first deflection angle is larger than 0 degrees and the second deflection angle is equal to 0 degrees.
In an alternative embodiment of the present specification, the method further comprises:
and if the flight data indicate that the fusion aircraft is in a ground deceleration state after landing, adjusting the combined rudder so that the first deflection angle reaches a corresponding maximum value and the second deflection angle reaches a corresponding maximum value.
In an alternative embodiment of the present disclosure, after adjusting the rudder assembly, the method further comprises:
and if the flight data show that the sliding speed of the fusion aircraft is smaller than 20km/h, adjusting a 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 specification, 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 show that the motion amplitude of the aerial rolling state is larger than a preset amplitude threshold, adjusting the second deflection angle to be larger than or smaller than 0 degrees, 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 aircraft.
In an alternative embodiment of the present disclosure, adjusting the rudder assembly includes:
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 value is inversely related to the first aerodynamic efficiency; and/or the number of the groups of groups,
Acquiring the pneumatic efficiency of the trailing edge simple flap as a second pneumatic efficiency; and adjusting the combined rudder according to the second pneumatic efficiency, wherein the difference value is positively related to the second pneumatic efficiency.
In an alternative embodiment of the present specification, the method further comprises:
and if the flight data indicate that the fusion aircraft is in a lift breaking and drag increasing state, adjusting the combined rudder so that the first deflection angle is larger than the second deflection angle, and the difference value of 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 method further comprises at least one of:
the embedded resistance rudders are positioned at the positions with the local chord lengths of 30% -60%, and the area of a single side is 1.4% of the reference area of the wing;
the trailing edge simple flap is positioned at the position with the local chord length of 70% -100%, and the single-side area 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 direction of flight of the fusion aircraft or perpendicular to the spanwise direction of the wing.
In a second aspect, the present description provides an asynchronous yaw heading control combination rudder control device for a fusion aircraft for implementing the method of 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 which, when executed, cause the processor to perform the method of the first aspect.
In a fourth aspect, the present description 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.
According to the asynchronous deflection course control combined rudder control method for the fusion aircraft, based on the fusion aircraft which is specially designed and comprises the combined rudder, decoupling control is carried out on the embedded resistance rudder and the trailing edge simple flap of the combined rudder, the problem of strong triaxial strong coupling in the prior art can be solved besides strong course control force, the control of effectively improving course control and ground speed reduction control capability when the flat fusion aircraft flies in low/sub/transonic speed can be realized, and the difficulty of the course control of the flat fusion aircraft in low/sub/transonic speed flight is effectively solved.
Drawings
In order to more clearly illustrate the embodiments or prior art solutions of the present application, the drawings that are required for the description of the embodiments or prior art will be briefly described below, it being apparent that the drawings in the following description are only some of the embodiments described in the present application, and that other drawings may be obtained according to these drawings without inventive faculty for a person skilled in the art.
FIG. 1 is a schematic view of a part of a combined rudder and wing at a view angle according to an embodiment of the present application;
FIG. 2 is a schematic view of a portion of a rudder and wing combination at another view angle according to an embodiment of the present application;
FIG. 3 is a flow chart of a method of controlling an asynchronous yaw heading control combination rudder of a fusion aircraft in accordance with an embodiment of the present application;
fig. 4 is a schematic structural diagram of an asynchronous yaw heading control combined rudder control device of a fusion aircraft according to 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
For the purposes, technical solutions and advantages of the present application, the technical solutions of the present application will be clearly and completely described below with reference to specific embodiments and corresponding drawings. It will be apparent that the described embodiments are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
The invention will be described in further detail below with reference to the drawings by means of specific embodiments. Wherein like elements in different embodiments are numbered alike in association. In the following embodiments, numerous specific details are set forth in order to provide a better understanding of the present application. However, one skilled in the art will readily recognize that some of the features may be omitted, or replaced by other elements, materials, or methods in different situations. In some instances, some operations associated with the present application have not been shown or described in the specification to avoid obscuring the core portions of the present application, and may not be necessary for a person skilled in the art to describe in detail the relevant operations based on the description herein and the general knowledge of one skilled in the art.
Furthermore, the described features, operations, or characteristics of the description may be combined in any suitable manner in various embodiments. Also, various steps or acts in the method descriptions may be interchanged or modified in a manner apparent to those of ordinary skill in the art. Thus, the various orders in the description and drawings are for clarity of description of only certain embodiments, and are not meant to be required orders unless otherwise indicated.
The numbering of the components itself, e.g. "first", "second", etc., is used herein merely to distinguish between the described objects and does not have any sequential or technical meaning. The terms "coupled" and "connected," as used herein, are intended to encompass both direct and indirect coupling (coupling), unless otherwise indicated.
An aircraft (flight vehicle) is an instrument that flies within the atmosphere or outside the atmosphere (space). Aircraft fall into 3 categories: aircraft, spacecraft, rockets, and missiles. Flying in the atmosphere is known as an aircraft, such as a balloon, airship, airplane, etc. They fly by aerodynamic lift generated by static buoyancy of air or relative motion of air. In space flight, the aircraft is called a spacecraft, such as an artificial earth satellite, a manned spacecraft, a space probe, a space plane and the like. They get the necessary speed into space under the propulsion of the carrier rocket and then rely on inertia to do orbital motion similar to celestial bodies.
The general desire of designers is to fly an aircraft faster, farther, higher, more fuel efficient, not only as a pursuit of civil aircraft designs, but also as a dream of military aircraft designs. The aerodynamic layout (such as the conventional layout, the duck-shaped layout and the tri-wing layout) commonly used by the aircraft at present generally comprises wings, a cylindrical fuselage, a vertical tail, a horizontal tail, duck-wing parts and the like, and the performance potential of the layout is almost completely excavated through decades of research, so that the aerodynamic performance of the aerodynamic device is hardly improved greatly. In addition, from the requirement of military aircrafts, the number of edges of the layouts is large, radar scattering surfaces are large, infrared rays are not shielded, radar detection is easy, stealth performance is poor, and survivability on a battlefield is weak.
To further exploit the potential for aerodynamic and stealth performance of aircraft, fusion technology-based aircraft (e.g., flying wing aircraft) have evolved. The layout of aircraft based on fusion technology (hereinafter referred to as "fusion aircraft") and the flat fusion tailless layout of flying wing-like layouts are receiving widespread attention and high popularity from the aviation world. The layout has no parts which do not generate lift force but generate resistance, such as a cylindrical machine body, a horizontal tail and a vertical tail, so that the cruising lift-drag ratio can be effectively increased, the cruising 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 tail wing which is highly integrated with a wing gradually becomes a research hot spot, and the heading control capability of the tailless/flying wing layout aircraft in low/sub/span/supersonic speed cruising or maneuvering flight can be effectively improved. However, the design space of the dynamic shapes of the wings and the vertical tail gas is greatly limited by the two-word fusion, and the pneumatic 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 much as possible. The advantages of high aerodynamic efficiency, high stealth performance and the like of the flying wing layout and the flat fusion layout similar to the flying wing layout are reserved, all-weather flying capability is realized, and a plurality of problems still exist in the aerodynamic layout design, wherein one of the problems is the control coordination problem during low/sub/transonic speed flight. Because aircraft have no tail wing, so that stability and handling performance of the aircraft are drastically reduced, the main challenges faced in design are: the conventional heading control device with sufficient control efficiency is not replaced, so that the problem of generating strong heading control force and solving the strong coupling of the three shafts is faced, and the heading control device is still a research hot spot at home and abroad at present, and a practical and effective solving way is not sought. Based on the control scheme, the control scheme for enhancing the heading control and ground deceleration control capability of the flat fusion layout aircraft during low/sub/transonic flight is provided, and the difficult problem that the heading control of the flat fusion layout aircraft during low/sub/transonic flight gives consideration to ground deceleration control is effectively solved.
Various non-limiting embodiments of the present application are described in detail below with reference to the attached drawing figures.
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 aviation equipment such as an airplane, an flying wing and the like. The fusion aircraft in this specification includes wings and a modified tail.
In view of this, the present application proposes an asynchronous (i.e., embedded drag rudder and trailing edge simple flap may deflect at different angles compared to the wing and/or at different timing to begin deflection) yaw heading control combination rudder control method for a fusion aircraft. The method is applied to a fusion aircraft, in an alternative embodiment of the present description, a part of the structure of the combined rudder and wing 1 of which is shown in fig. 1 and 2.
As shown in fig. 1 and 2, the fusion aircraft comprises a combination rudder including a drag rudder assembly and a trailing edge flap assembly.
(1) With respect to 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 in a position relatively. One end of the embedded resistance rudder rotating shaft 3 is connected with the connecting rod 4 in a deflectable way 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 in a position relatively. In an alternative embodiment, the connecting rod 4 and the embedded resistance rudder rotation shaft 3 have a one-piece structure.
The deflection of the embedded resistance rudders 2 compared to the wing 1 can be achieved when the resistance rudders are controlled. In the direction of deflection, the angle between the embedded resistance rudder 2 and the wing 1 is a first deflection angle (angle α1 as shown in fig. 1), specifically, the first deflection angle is the 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 degrees (0 °), the embedded resistance rudder 2 is in an open state.
The embedded resistance rudders 2 and the wings 1 in the specification are designed in a fusion mode, so that the effects of breaking, lifting and increasing resistance are achieved, and heading control is participated in air flight. In an alternative embodiment of the present specification, the first deflection angle ranges from 0 degrees to 70 degrees (inclusive). Optionally, the range of the first deflection angle is a range when the fusion aircraft participates in deceleration control after landing.
Since the aircraft in this description is a fusion aircraft, the profile of the embedded resistance rudders 2 towards the external environment smoothly transitions with the profile of the wings 1 towards the external environment when the embedded resistance rudders 2 are in the closed state.
When the embedded resistance rudders 2 are in an open state, the embedded resistance rudders 2 protruding from the surface of the wing 1 destroy the smooth appearance of the upper surface of the wing 1, the airflow flowing in the incoming flow direction is blocked, the flowing speed is reduced, the lifting force of the wing 1 is reduced, the downward deflection rolling moment of the wing 1 is generated, additional burden is brought to the aileron for rolling control, meanwhile, the embedded resistance rudders 2 generate projection area on the windward side, the projection area is increased along with the increase of the deflection degree, as a plane baffle plate with the same area, the resistance is formed under the impact of the incoming airflow, and the yaw moment of deflection of the nose to the side of the deflection of the embedded resistance rudders 2 is generated, so that the embedded resistance rudders 2 generate the effects of reducing the lifting resistance and increasing the resistance (namely, reducing the lifting force of the fusion aircraft and increasing the resistance of the fusion aircraft when the fusion aircraft flies).
The resistance rudder assembly 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 fusion body in flight. The first deflection angles of the resistance rudder assemblies respectively arranged on the two wings can be the same or different. Illustratively, at least one embedded resistance rudder deflection angle of 30 ° can effectively achieve heading control capability in the case of a 15 ° sideslip angle flight.
(2) With respect to 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 edge simple flap 5 is connected to the simple flap rotation shaft 6 in a deflectable manner about the axial direction of the simple flap rotation shaft 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 broken line of the trailing edge simple flap 5), and the angle between the centerlines of the trailing edge simple flap 5 in the forward direction of flight of the fusion aircraft is a second deflection angle (angle α2 as shown in fig. 1). The trailing edge simple flap 5 can be deflected upwards relative to the wing 1 (in fig. 1, counter to the direction of deflection of the trailing edge simple flap 5), in which case the second deflection angle is negative; the trailing edge simple flap 5 can be deflected downwards relative to the wing 1 (in fig. 1, the direction of the deflection direction of the trailing edge simple flap 5), in which case the second deflection angle is positive. At a second deflection angle of 0 degrees (0 °), the trailing edge simple flap 5 is in a closed state; at a second deflection angle other than 0 degrees (0 deg.), 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 fusion mode, so that the effect of increasing lift and resistance is achieved, and the aircraft participates in course control during air flight. In an alternative embodiment of the present disclosure, the second deflection angle ranges from-55 degrees to 55 degrees (inclusive). Alternatively, this range is a range when the trailing edge simple flap 5 participates in deceleration control after landing.
After the trailing edge simple flap 5 deflects, the chord direction camber of the wing 1 is increased, the rear loading is enhanced, the lift force of the wing 1 is increased, the upward deflection rolling moment is generated, the aileron is needed to trim, meanwhile, the projection area of the trailing edge simple flap 5 is generated on the windward side, the projection area is increased along with the increase of the deflection, like a plane baffle with the same area, the resistance is formed under the impact of incoming airflow, the yaw moment of the nose deflected to the side of the trailing edge simple flap 5 is generated, and therefore, the trailing edge simple flap 5 generates the effect of increasing the lift and the resistance.
The trailing edge flap assemblies in this specification may include two sets of trailing edge flap assemblies that are respectively disposed on the wing on both sides of the fusion flight. The respective first angles of deflection of the trailing edge flap assemblies which are arranged separately on the two wing sides can be identical or different.
(3) With respect to the cooperation of the resistance rudder assembly and the trailing edge flap assembly.
Flat fusion layout aircraft (i.e., fusion aircraft in this specification) relies on embedded drag rudders that produce a difference in drag on the left and right sides after the control surfaces are opened to achieve heading attitude control. Specifically, the embedded resistance rudder 2 reduces lift and increases resistance, the trailing edge simple flap 5 increases lift and increases resistance, and the embedded resistance rudder and the trailing edge simple flap 5 are combined to form the combined rudder, so that the lift can be balanced greatly, the resistance can be enhanced, and the effect that the lift change is not increased greatly is achieved.
In an alternative embodiment of the present disclosure, the combined rudder is located near the wing tip of the wing at 60% -80% of the spanwise direction. The plane shape of the embedded resistance rudders is parallelogram, and the embedded resistance rudders are arranged in a mode that the front/rear edges are parallel to the front/rear edges of the outer section wings, the end faces of the two sides are parallel to the flow direction and embedded in the wings, so that the aerodynamic stealth performance of the fusion aircraft is improved, and the aerodynamic interference degree of the end faces is reduced. The embedded resistance rudders are positioned at the positions with the local chord lengths of 30% -60%, the area of a single side is 1.4% of the reference area of the wing, the rudder deflection angle range is 0-70 degrees, and deflection is realized around the hinge through the driving mechanism.
The rear edge simple flap is positioned right behind the embedded resistance rudder (alternatively, the projection of the connecting line of the central points of the embedded resistance rudder and the rear edge simple flap in a plane formed by the spreading wings is parallel to the flight direction of the fusion aircraft), the rear edge of the wing is also in a parallelogram plane shape similar to the embedded resistance rudder, the rear edge simple flap is positioned at the position of 70% -100% of the local chord length, the single side area is 1.4% of the reference area of the wing, the deflection is realized by a driving mechanism around a hinge in the deflection angle range of-55 degrees to +55 degrees, and in order to avoid adverse influence on a flow field caused by pits or cavities on the wing after the embedded resistance rudder on the wing is opened, the appearance of the wing corresponding to the position of the embedded resistance rudder is subjected to skin rectification transition.
Alternatively, the combined rudder formed by the embedded resistance rudder 2 and the trailing edge simple flap 5 is suitable for yaw attitude stabilization control under stealth performance constraints in the low, sub-and transonic speed range of flight. The embedded resistance rudders 2 are mainly used for course attitude control during the aerial flight of the fusion aircraft and are assisted for ground running deceleration control and elevation speed control in the elevation stage after landing. The trailing edge simple flap 5 is mainly used for course attitude control of the fusion aircraft during air flight, and is assisted for ground running deceleration control after landing and roll attitude control during air flight.
Various non-limiting embodiments of the present application are described in detail below with reference to the attached drawing figures. The subject of the execution of the method in this description may be the control module of a fusion aircraft. An asynchronous yaw heading control combined rudder control method of a fusion aircraft in the specification, as shown in fig. 3, comprises the following steps:
s300: and acquiring flight data of the fusion aircraft.
The flight data in this specification includes data used to characterize the flight status of fusion aircraft. The flight data may be data of a nature of an instruction (e.g., a climb instruction, etc.) generated by pilot manipulation triggers to the aircraft; data acquired from environmental acquisitions outside and/or inside the fusion aircraft (e.g., fusion aircraft interior cabin pressure, altitude, etc.); but also data collected for the operating conditions of the fusion aircraft part components (e.g. engine speed, etc.).
It can be seen that the flight state in this specification may be the state in which the fusion aircraft is currently located, or may be the state in which the fusion aircraft target is to be reached and has not yet been reached. By way of example, several of the states that may be involved in the methods of the present description may include at least one of the following: a fixed lift resistance increasing state, a land front lifting speed increasing state, a land rear ground speed reducing state and an air rolling state.
S302: and if the flight data indicate that the fusion aircraft is in a fixed-lift resistance-increasing state, adjusting the combined rudder to increase a first deflection angle between the embedded resistance rudder and the wing and to increase a second deflection angle between the trailing edge simple flap and the wing, wherein the first deflection angle is larger than the second deflection angle, and the difference value of the absolute value of the first deflection angle and the absolute value of the second deflection angle ranges from 0 degree to 10 degrees.
The constant rise resistance increasing state in the present specification means: in the flight process (refer to a state that the fusion aircraft is not in a static state relative to the ground), the lift force of the wing is unchanged before and after the control surface is opened, but the resistance is increased. The fixed lift drag increasing condition may occur at any stage of flight, such as a cruise flight phase, etc.
In order to enter a fixed-lift resistance-increasing state, the embedded resistance rudder deflects upwards to damage the lift force of the wing and descend. The trailing edge simple flap deflects downwards, the wing station wing section camber is increased to increase lift, and the two wing station wing section camber and the wing station wing section camber are combined to ensure that the change of the wing lift force after the two rudders are opened is not large relative to the wing lift force when the two rudders are not opened, so that the fixed lift is realized completely.
The lift-enhancing capability of the trailing edge simple flap by the chord wise camber increase is stronger than the lift-enhancing capability of the on-wing embedded drag rudder due to the enhanced airflow disturbance at the same deflection angle. Therefore, when the deflection angle of the embedded resistance rudder is larger than that of the simple flap at the trailing edge and the difference range of the deflection angle and the angle 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 longitudinal and transverse control is realized. After the aircraft lands, the course control is mainly controlled by means of front wheel deflection, the combined rudder formed by the embedded resistance rudder and the trailing edge simple flap is converted into a speed reduction control rudder, the deflection angle is maximum, the generated resistance is 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 resistance rudders and/or the trailing edge simple flaps. Specifically, when the combined rudder is adjusted in a constant-lift resistance-increasing state, the pneumatic efficiency of the embedded resistance rudder can be obtained and used as the first pneumatic efficiency; adjusting the combined rudder according to the first aerodynamic efficiency, wherein the difference value is inversely related to the first aerodynamic efficiency; and/or, acquiring the aerodynamic efficiency of the trailing edge simple flap as a second aerodynamic efficiency; and adjusting the combined rudder according to the second pneumatic efficiency, wherein the difference value is positively related to the second pneumatic efficiency.
According to the asynchronous deflection course control combined rudder control method of the fusion aircraft, based on the special designed fusion aircraft comprising the combined rudder, decoupling control is carried out on the embedded resistance rudder and the trailing edge simple flap of the combined rudder, besides strong course control force can be generated, the problem of triaxial strong coupling in the prior art can be solved, the control of effectively improving the course control and the ground deceleration control capability when the flat fusion aircraft flies at low/sub/transonic speeds can be realized, and the difficulty of the course control and the ground deceleration control of the flat fusion aircraft at low/sub/transonic speeds can be effectively solved.
The control method of the combination rudder will now be described in terms of several other conditions that may be involved in the flight of the fusion aircraft in this specification.
(1) Regarding the state of breaking rise and increasing resistance.
The lift breaking and drag increasing state refers to a state where the fusion aircraft is located when the wing lift force is reduced and the flight resistance of one side of the fusion aircraft is increased. The whole flying process (full-speed domain full height) can be started and used, when the course is required to be changed or the course is kept unchanged under the condition of side wind, an embedded resistance rudder (which is a dynamic process) is required to be opened, a certain course control capability is provided in a lift-breaking and drag-increasing mode, and the embedded resistance rudder and a trailing edge simple flap are combined together to carry out course control.
And if the flight data indicate that the fusion aircraft is in a lift breaking and drag increasing state, adjusting the combined rudder so that the first deflection angle is larger than the second deflection angle, and the difference value of the absolute values of the first deflection angle and the second deflection angle is larger than 10 degrees.
(2) Regarding the lift-increasing and drag-increasing state.
The lift and drag increasing state means: when the wing lift force is increased and the flight resistance of one side of the fusion aircraft is increased, the fusion aircraft is in the state. The drag-increasing state is similar to the aforementioned "drag-increasing state with the exception that the embedded drag rudder is to reduce lift, while the trailing-edge simple flap is to increase lift, but both are to increase flight drag 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 is required to be changed or the course is required to be kept unchanged under the condition of side wind, the trailing edge simple flap is required to be deflected (a dynamic process) so as to provide a certain course control capability in a high lift and high drag (wing lift and aircraft side flight resistance) mode.
And if the flight data indicate that the fusion aircraft is in an lift and drag increasing state, adjusting the combined rudder so that the first deflection angle is equal to 0 degree and the second deflection angle is greater than 0 degree.
(3) Regarding the reduced lift state.
The descending and ascending speed state means that: and the wing lift force is reduced, and the flying speed of the fusion aircraft is reduced. The reduced-speed state generally includes two meanings: firstly, after the embedded resistance rudders are opened, wing lifting force is reduced, and the fusion aircraft can fly at a high descent (for example, the landing is realized at a high descent stage before landing), namely, the landing is realized; and secondly, after the embedded resistance rudders are opened, flight resistance is generated, so that the flying speed of the fusion aircraft is reduced in the air (of course, the speed can be reduced by reducing the accelerator, but the speed reduction response of the method is relatively slow), namely, the speed is reduced. The reduced lift condition may occur at a stage prior to landing of the fusion aircraft, as well as at other stages in the flight.
Illustratively, the pre-landing descent phase refers to the phase of the aircraft gradually descending from a high altitude position (8 km-11km, depending on the cruising flight position altitude) to a height position 20m above the runway, from which the descent of the aircraft can be achieved by breaking the wing lift by opening the embedded drag rudder on the wing (how much the deflection depends on the speed of descent), under the action of gravity.
If the flight data indicates that the fusion aircraft is in a reduced lift state, the combination rudder is adjusted such that the first deflection angle is greater than 0 degrees (i.e., such that the embedded drag rudder is in an open state) and such that the second deflection angle is equal to 0 degrees (i.e., such that the trailing edge simple flap is in a closed state). As to the specific values of the first deflection angle and the second deflection angle, it may be determined according to the actual situation.
(4) Regarding the ground deceleration state after landing.
The ground deceleration state after land refers to: the fusion vehicle decelerates while sliding on the ground, that is to say, the state of the fusion vehicle is in the stage between the contact of the tires of the fusion vehicle with the ground and the rest of the fusion vehicle relative to the ground.
And if the flight data indicate that the fusion aircraft is in a ground deceleration state after landing, adjusting the combined rudder so that the first deflection angle reaches a corresponding maximum value and the second deflection angle reaches a corresponding maximum value.
Specifically, after landing of the fusion aircraft, the upward deflection of embedded resistance rudders at the left side and the right side of the fusion aircraft reaches 70 degrees maximally, the downward deflection of simple flaps at the rear edge reaches 55 degrees maximally, the combined flight resistance reaches the maximum at the moment, the deceleration during ground sliding can be realized, the target deflection angle is adjusted to tend to 0 degree until the forward sliding speed is smaller than 20km/h, and the target deflection angle is at least one of the first deflection angle and the second deflection angle.
(5) Regarding the overhead tumbling state.
During flight, when an emergency event (such as a large side gust) is encountered, and the capability of a current aileron (not the combined rudder mentioned in the invention, but another rudder positioned on the inner side of a trailing edge simple flap) is insufficient, a flight control system of the aircraft starts auxiliary measures, namely, the trailing edge simple flap for performing course control distributes a part of functions to the roll control to enhance the roll control capability, and the lift force of wings on the left side and the right side of the aircraft is changed to change the roll attitude.
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 motion amplitude of the aerial rolling state is larger than a preset amplitude threshold, adjusting the second deflection angle to be larger than or smaller than 0 degree.
Therefore, by the method in the specification, the resistance rudder based on asynchronous deflection course control not only solves the problem of insufficient course control capability under stealth constraint when the flat fusion layout aircraft flies in the air, but also solves the problem of insufficient ground running deceleration capability after landing of the flat fusion layout aircraft, and improves the course control capability, stealth capability and short-distance landing capability when the aircraft flies.
Based on the same thought, the embodiment of the specification also provides an asynchronous deflection heading control combined rudder control device of the fusion aircraft, which corresponds to the part of the process shown in fig. 3.
As shown in fig. 4, an asynchronous yaw heading control combination rudder control device for 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 aircraft.
A rudder control module 402 configured to: and if the flight data indicate that the fusion aircraft is in a fixed-lift resistance-increasing state, adjusting the combined rudder to increase a first deflection angle between the embedded resistance rudder and the wing and to increase a second deflection angle between the trailing edge simple flap and the wing, wherein the first deflection angle is larger than the second deflection angle, and the difference value of the absolute value of the first deflection angle and the absolute value of the second deflection angle ranges from 0 degree to 10 degrees.
In an alternative embodiment of the present description, the first deflection angle ranges from 0 degrees to 70 degrees.
In an alternative embodiment of the present description, the second deflection angle ranges from-55 degrees to 55 degrees.
In an alternative embodiment of the present disclosure, the rudder control module 402 is further configured to: and if the flight data indicate that the fusion aircraft is in an lift and drag increasing state, adjusting the combined rudder so that the first deflection angle is equal to 0 degree and the second deflection angle is greater than 0 degree.
In an alternative embodiment of the present disclosure, the rudder control module 402 is further configured to: and if the flight data indicate that the fusion aircraft is in a descending and ascending speed state, adjusting the combined rudder so that the first deflection angle is larger than 0 degrees and the second deflection angle is equal to 0 degrees.
In an alternative embodiment of the present disclosure, the rudder control module 402 is further configured to: and if the flight data indicate that the fusion aircraft is in a ground deceleration state after landing, adjusting the combined rudder so that the first deflection angle reaches a corresponding maximum value and the second deflection angle reaches a corresponding maximum value.
In an alternative embodiment of the present disclosure, the rudder control module 402 is further configured to: and if the flight data show that the sliding speed of the fusion aircraft is smaller than 20km/h, adjusting a 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 disclosure, the 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 motion amplitude of the aerial rolling state is larger than a preset amplitude threshold, adjusting the second deflection angle to be larger than or smaller than 0 degree.
In an alternative embodiment of the present disclosure, the 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 pneumatic efficiency, wherein the difference value is inversely related to the first pneumatic efficiency.
In an alternative embodiment of the present disclosure, the rudder control module 402 is specifically configured to: acquiring the pneumatic efficiency of the trailing edge simple flap as a second pneumatic efficiency; and adjusting the combined rudder according to the second pneumatic efficiency, wherein the difference value is positively related to the second pneumatic efficiency.
In an alternative embodiment of the present disclosure, the rudder control module 402 is further configured to: and if the flight data indicate that the fusion aircraft is in a lift breaking and drag increasing state, adjusting the combined rudder so that the first deflection angle is larger than the second deflection angle, and the difference value of 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 resistance rudders are located at 30% -60% of the local chord length, and the single-side area is 1.4% of the reference area of the wing.
In an alternative embodiment of the present specification, the trailing edge simple flap is located at 70% -100% of the local chord length, and the single side 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 resistance rudder in a 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 the hardware level, the electronic device includes a processor, and optionally 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 (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, network interface, and memory may be interconnected by an internal bus, which may be an ISA (Industry Standard Architecture ) bus, a PCI (Peripheral ComponentInterconnect, peripheral component interconnect standard) bus, or EISA (Extended Industry Standard Architecture ) bus, among others. The buses may be classified as address buses, data buses, control buses, etc. For ease of illustration, only one bi-directional arrow is shown in FIG. 5, but not only one bus or type of bus.
And the memory is used for storing programs. In particular, the program may include program code including computer-operating instructions. The memory may include memory and non-volatile storage and provide instructions and data to the processor.
The processor reads the corresponding computer program from the nonvolatile memory to the memory and then runs the computer program to form an asynchronous deflection heading control combined rudder control method of the fusion aircraft on a logic level. The processor executes the program stored in the memory and is specifically used for executing the asynchronous deflection heading control combined rudder control method of any one of the fusion aircrafts.
The asynchronous yaw heading control combined rudder control method of the fusion aircraft disclosed in the embodiment shown in fig. 3 of the application can be applied to a processor (namely, a deletion control module in the specification) or realized 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 by instructions in the form of software. The processor may be a general-purpose processor, including a central processing unit (Central Processing Unit, CPU), a network processor (Network Processor, NP), etc.; but also digital signal processors (Digital Signal Processor, DSP), application specific integrated circuits (Application SpecificIntegrated Circuit, ASIC), field programmable gate arrays (Field-Programmable Gate Array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components. The disclosed methods, steps, and logic blocks 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 a method disclosed in connection with the embodiments of the present application may be embodied directly in hardware, in a decoded processor, or in a combination of hardware and software modules in a decoded processor. The software modules may be located in a random access memory, flash memory, read only memory, programmable read only memory, or electrically erasable programmable memory, registers, etc. as well known in the art. The storage medium is located in a memory, and the processor reads the information in the memory and, in combination with its hardware, performs the steps of the above method.
The electronic device may also 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.
The embodiment of the application also provides a computer readable storage medium, which stores one or more programs, the one or more programs include instructions, which when executed by an electronic device including a plurality of application programs, enable the electronic device to execute a method executed by an asynchronous yaw control combined rudder control method of a fusion aircraft in the embodiment shown in fig. 3, and is specifically used for executing any one of the foregoing asynchronous yaw control combined rudder control methods of the fusion aircraft.
It will be appreciated by those skilled in the art that 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 flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations 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 one typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.
The memory may include volatile memory in a computer-readable medium, random Access Memory (RAM) and/or nonvolatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). Memory is an example of computer-readable media.
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 storage media for a computer 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 Disks (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium, which can be used to store information that can be accessed by a computing device. Computer-readable media, as defined herein, does not include transitory computer-readable media (transmission media), such as modulated data signals and carrier waves.
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 phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article or apparatus that comprises the element.
It will be appreciated by those skilled in the art that 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 foregoing is merely exemplary of the present application and is not intended to limit the present application. Various modifications and changes may be made to the present application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc. which are within the spirit and principles of the present application are intended to be included within the scope of the claims of the present application.
Claims (4)
1. The asynchronous deflection heading control combined rudder control method for the fusion aircraft is characterized by being applied to the fusion aircraft, wherein the fusion aircraft comprises a combined rudder; the combined rudder comprises an embedded resistance rudder and a trailing edge simple flap; the embedded resistance rudders are arranged on the wings of the fusion aircraft in a deflectable way, so that the included angles between the embedded resistance rudders and the wings are adjustable; the trailing edge simple flap is arranged on the trailing edge of the wing in a deflectable way; the method comprises the following steps:
acquiring flight data of the fusion aircraft, wherein the flight data comprises data used for representing the flight state of the fusion aircraft; the flight status includes: a fixed lift resistance increasing state, a land front lifting speed increasing state, a land rear ground speed reducing state and an air rolling state;
if the flight data indicate that the fusion aircraft is in a fixed-lift drag-increasing state, adjusting the combined rudder to increase a first deflection angle between the embedded drag rudder and the wing and to increase a second deflection angle between the trailing edge simple flap and the wing, and enabling the first deflection angle to be larger than the second deflection angle, wherein the range of a difference value between absolute values of the first deflection angle and the second deflection angle is 0-10 degrees;
The combined rudder is positioned near the wing tip of the wing and at 60% -80% of the spanwise direction; the projection of the connecting line of the central points of the embedded resistance rudders and the trailing edge simple flaps in the plane formed by the wing spreading is parallel to the flight direction of the fusion aircraft;
in addition, if the flight data indicate that the fusion aircraft is in a ground deceleration state after landing, the combined rudder is adjusted so that the first deflection angle reaches a corresponding maximum value and the second deflection angle reaches a corresponding maximum value; if the flight data show that the sliding speed of the fusion aircraft is smaller than 20km/h, adjusting a target deflection angle to tend to 0 degree, wherein the target deflection angle is at least one of the first deflection angle and the second deflection angle;
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; if the target data indicate that the motion amplitude of the aerial rolling state is larger than a preset amplitude threshold, a second deflection angle is adjusted to be larger than or smaller than 0 degrees, 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 aircraft;
If the flight data indicate that the fusion aircraft is in a lift breaking and drag increasing state, the combined rudder is adjusted so that the first deflection angle is larger than the second deflection angle, and the difference value of the absolute values of the first deflection angle and the second deflection angle is larger than 10 degrees;
if the flight data indicate that the fusion aircraft is in an lift-increasing and drag-increasing state, the combined rudder is adjusted so that the first deflection angle is equal to 0 degrees and the second deflection angle is greater than 0 degrees;
and if the flight data indicate that the fusion aircraft is in a descending and ascending speed state, adjusting the combined rudder so that the first deflection angle is larger than 0 degrees and the second deflection angle is equal to 0 degrees.
2. The method of claim 1, wherein,
the first deflection angle ranges from 0 degrees to 70 degrees; and/or the number of the groups of groups,
the second deflection angle ranges from-55 degrees to 55 degrees.
3. The method of claim 1, wherein adjusting the combination 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 value is inversely related to the first aerodynamic efficiency; and/or the number of the groups of groups,
Acquiring the pneumatic efficiency of the trailing edge simple flap as a second pneumatic efficiency; and adjusting the combined rudder according to the second pneumatic efficiency, wherein the difference value is positively related to the second pneumatic efficiency.
4. The method of claim 1, wherein the method further comprises at least one of:
the embedded resistance rudders are positioned at the positions with the local chord lengths of 30% -60%, and the area of a single side is 1.4% of the reference area of the wing;
the trailing edge simple flap is positioned at the position with the local chord length of 70% -100%, and the single-side area is 1.4% of the reference area of the wing;
in a designated direction, the trailing edge simple flap is located directly behind the embedded resistance rudder.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310081015.4A CN115783241B (en) | 2023-02-08 | 2023-02-08 | Asynchronous deflection course control combined rudder control method of fusion aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310081015.4A CN115783241B (en) | 2023-02-08 | 2023-02-08 | Asynchronous deflection course control combined rudder control method of fusion aircraft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115783241A CN115783241A (en) | 2023-03-14 |
| CN115783241B true CN115783241B (en) | 2023-05-16 |
Family
ID=85430458
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310081015.4A Active CN115783241B (en) | 2023-02-08 | 2023-02-08 | Asynchronous deflection course control combined rudder control method of fusion aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115783241B (en) |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0257123A1 (en) * | 1986-08-22 | 1988-03-02 | Rockwell International Corporation | Active flexible wing aircraft control system |
| CN201010045Y (en) * | 2006-12-15 | 2008-01-23 | 中国科技开发院 | Ground-effect aircraft |
| US9227721B1 (en) * | 2011-10-07 | 2016-01-05 | The United States of America as represented by the Administrator of the National Aeronautics & Space Administration (NASA) | Variable camber continuous aerodynamic control surfaces and methods for active wing shaping control |
| CN205059998U (en) * | 2015-10-28 | 2016-03-02 | 中国航空工业集团公司沈阳飞机设计研究所 | A high lift device for aircraft |
| CN207089635U (en) * | 2017-07-31 | 2018-03-13 | 西安天拓航空科技有限公司 | The flight control system of the stealthy unmanned plane of Flying-wing |
| CN110576965A (en) * | 2019-09-23 | 2019-12-17 | 西北工业大学 | Unmanned aerial vehicle layout with least control surface configuration and control method thereof |
| CN111017197A (en) * | 2019-11-21 | 2020-04-17 | 成都飞机工业（集团）有限责任公司 | Servo actuating device for differential rudder of airplane |
Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB485069A (en) * | 1936-07-27 | 1938-05-13 | Versuchsanstalt Fuer Luftfahrt | Landing flaps on aircraft |
| US6641086B2 (en) * | 2001-08-14 | 2003-11-04 | Northrop Grumman Corporation | System and method for controlling an aircraft |
| ES2382062B1 (en) * | 2008-12-04 | 2013-04-26 | Airbus Operations, S.L. | STABILIZING AND DIRECTIONAL AIRCRAFT CONTROL SURFACE |
| CN107472511B (en) * | 2017-08-03 | 2021-03-26 | 北京航空航天大学 | Aerodynamic control surface of flying wing layout aircraft based on cooperation of spoiler and trailing edge control surface |
| CN109808871A (en) * | 2018-11-22 | 2019-05-28 | 成都飞机工业（集团）有限责任公司 | A kind of all-wing aircraft combination rudder face with high maneuvering characteristics |
| CN217049012U (en) * | 2021-03-30 | 2022-07-26 | 中国空气动力研究与发展中心空天技术研究所 | Extremely simple supersonic flying wing layout aircraft |
| CN112960101A (en) * | 2021-03-30 | 2021-06-15 | 中国空气动力研究与发展中心空天技术研究所 | Extremely simple supersonic flying wing layout aircraft |
| CN113562162B (en) * | 2021-08-07 | 2023-12-22 | 中国航空工业集团公司沈阳飞机设计研究所 | Method for using wing trailing edge flap for improving pitching characteristic of large incidence angle of aircraft |
| CN115092380A (en) * | 2022-08-22 | 2022-09-23 | 中国空气动力研究与发展中心空天技术研究所 | Three-channel decoupling control surface suitable for flat fusion body layout aircraft |
| CN115571323A (en) * | 2022-12-08 | 2023-01-06 | 中国空气动力研究与发展中心计算空气动力研究所 | Flat fusion body overall arrangement aircraft of subsonic speed |
-
2023
- 2023-02-08 CN CN202310081015.4A patent/CN115783241B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0257123A1 (en) * | 1986-08-22 | 1988-03-02 | Rockwell International Corporation | Active flexible wing aircraft control system |
| CN201010045Y (en) * | 2006-12-15 | 2008-01-23 | 中国科技开发院 | Ground-effect aircraft |
| US9227721B1 (en) * | 2011-10-07 | 2016-01-05 | The United States of America as represented by the Administrator of the National Aeronautics & Space Administration (NASA) | Variable camber continuous aerodynamic control surfaces and methods for active wing shaping control |
| CN205059998U (en) * | 2015-10-28 | 2016-03-02 | 中国航空工业集团公司沈阳飞机设计研究所 | A high lift device for aircraft |
| CN207089635U (en) * | 2017-07-31 | 2018-03-13 | 西安天拓航空科技有限公司 | The flight control system of the stealthy unmanned plane of Flying-wing |
| CN110576965A (en) * | 2019-09-23 | 2019-12-17 | 西北工业大学 | Unmanned aerial vehicle layout with least control surface configuration and control method thereof |
| CN111017197A (en) * | 2019-11-21 | 2020-04-17 | 成都飞机工业（集团）有限责任公司 | Servo actuating device for differential rudder of airplane |
Non-Patent Citations (1)
| Title |
|---|
| 飞翼布局飞机开裂式方向舵的作用特性和使用特点;王磊;王立新;贾重任;;航空学报(08);全文 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115783241A (en) | 2023-03-14 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10562626B2 (en) | Tandem wing aircraft with variable lift and enhanced safety | |
| US8109473B2 (en) | Slotted high lift aerofoils | |
| Szodruch | The influence of camber variation on the aerodynamics of civil transport aircraft | |
| CN102133847A (en) | Automobile capable of flying | |
| CN112560191A (en) | Turboprop power airplane thrust resistance system with slipstream influence correction and performance analysis method | |
| CN110116802A (en) | A kind of big loading small-sized unmanned aircraft of high universalizable | |
| Erturk et al. | Trim analyses of mass-actuated airplane in cruise and steady-state turn | |
| CN109250105A (en) | A kind of variable configuration supersonic speed flying wing layout plane and its flying method | |
| CN115933733A (en) | Fixed wing unmanned aerial vehicle longitudinal altitude speed decoupling nonlinear control method | |
| CN110775296A (en) | Design method for pressure center backward movement of reusable aerospace vehicle | |
| CN115783241B (en) | Asynchronous deflection course control combined rudder control method of fusion aircraft | |
| Spacht | The forward swept wing-a unique design challenge | |
| CN110920881A (en) | Vertical take-off and landing unmanned conveyor and control method thereof | |
| CN114906343A (en) | Belly flap design method suitable for flat fusion layout aircraft | |
| Antani et al. | HSCT high-lift aerodynamic technology requirements | |
| Sattarov et al. | Aerodynamic performance improvement of UAV by means of leading-edge vortex generators | |
| Penland et al. | An aerodynamic analysis of several hypersonic research airplane concepts from M= 0.2 to 6.0 | |
| Guo et al. | Transition flight control for Canard Rotor/Wing rotorcraft | |
| Ren et al. | Launching safety of small Folding-wing UAV against wind disturbance | |
| Wu et al. | Flight dynamics study of a small tilt rotor UAV with tail propeller | |
| Lin et al. | Research on flight dynamic modeling and interference of components for rotor/wing compound helicopter | |
| Brookes | Aircraft Control: A Stability Analysis | |
| Maqsood et al. | Transition flight analysis of an agile unmanned air vehicle | |
| CN113306710B (en) | Tube type launching composite wing unmanned aerial vehicle and method for realizing roll action | |
| Maqsood et al. | Propeller-induced effects on the aerodynamics of a small unmanned aerial vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |