CN115946843A - Airplane tail wing and elevator jamming adjusting method - Google Patents
Airplane tail wing and elevator jamming adjusting method Download PDFInfo
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- CN115946843A CN115946843A CN202310237572.0A CN202310237572A CN115946843A CN 115946843 A CN115946843 A CN 115946843A CN 202310237572 A CN202310237572 A CN 202310237572A CN 115946843 A CN115946843 A CN 115946843A
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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Abstract
The invention discloses an aircraft tail wing and elevator jamming adjusting method, which comprises an original horizontal tail wing, an original vertical tail wing and a standby horizontal tail wing arranged on the vertical tail wing; the standby horizontal tail wing is rotatably arranged on the original vertical tail wing through a rotating shaft; the standby horizontal wing is arranged at the top end of the original vertical tail wing when unfolded and is perpendicular to the original vertical tail wing. Under the condition of not influencing the normal work of the original empennage, the load of the airplane is basically unchanged, but the probability of flight accidents caused by empennage faults can be effectively reduced, and the burden of a pilot under the emergency situation is reduced.
Description
Technical Field
The invention relates to the technical field of aviation, in particular to a method for adjusting jamming of an airplane empennage and an elevator.
Background
With the rapid development of transportation modes in human society along with the technological progress, an airplane has become one of the mainstream transportation means. The empennage is a device which is arranged at the tail part of the airplane and can ensure that the airplane maintains the pitching stability and the direction balance, and the airplane has the pitching stability, the direction stability and the maneuverability. At present, a plurality of design schemes of the airplane empennage are provided, but the structure mainly comprises a horizontal stabilizer, an elevator, a vertical stabilizer and a rudder.
The problem of flight safety has been regarded as important, particularly in the field of civil aviation. The problem that plane horizontal tail failure and pitch stability decline lead to plane out of control is also one of important research subjects. The types of flight accidents are classified into controllable flight type, out-of-control type, runway safety type, ground safety type, operation failure type, aircraft fire type and the like. The four types of flight accidents, namely, the runaway type, the runway safety type, the controllable flight type and the operation failure type, belong to high-risk accidents, wherein the number of deaths caused by the runaway type flight accidents is increased by more than 10% compared with the controllable flight type and the runway safety type, and the accidents become the civil aviation flight accident types with the most casualties. Tail failure is one of the common factors causing aircraft to be out of control, where the hazard presented by elevator jamming problems is significant. At present, when the elevator is blocked up or down, the pitching operation of the airplane can be realized through the operations of balancing of a pilot, a push rod and the like; when the elevator is completely jammed, according to FAA, the flight manual means that the elevator is completely out of control. The combined operation of the throttle lever and flap then still provides a relatively limited pitch control, as should be apparent from the design differences of each aircraft. Obviously, this situation is very challenging, has a great demand on pilot's ride level, and the potential for failure is great.
Therefore, it is necessary to provide an emergency measure for the elevator jamming problem of the horizontal tail from the root from the design of the airplane tail, so as to effectively reduce the possibility of the airplane runaway accident caused by the elevator fault.
Disclosure of Invention
The invention aims to provide an airplane empennage and elevator jamming adjusting method, which aims to solve the problems in the prior art and can realize the purpose of adjusting the jamming of the airplane empennage and the elevator
In order to achieve the purpose, the invention provides the following scheme: the present invention provides an aircraft tail comprising: the system comprises an original horizontal tail wing, an original vertical tail wing and a spare horizontal tail wing arranged on the original vertical tail wing; the standby horizontal tail wing is rotatably arranged on the original vertical tail wing through a rotating shaft; the standby horizontal wing is arranged at the top end of the original vertical tail wing when unfolded and is perpendicular to the original vertical tail wing.
The original horizontal tail wing comprises an original elevator and an original horizontal stabilizer; the upper deviation blocking angle of the original elevator is 30 degrees, and the lower deviation blocking angle is 15 degrees.
The original vertical tail wing comprises a rudder and an original vertical stabilizer; and grooves for mounting the standby horizontal tail wings are formed inwards on two side walls of the original vertical stabilizing surface.
The standby horizontal tail wing comprises a standby elevator and a standby horizontal stabilizer; the standby horizontal stabilizing surface and the standby elevator are respectively provided with two blocks which are respectively installed in the two grooves of the original vertical stabilizing surface through the rotating shaft in a rotating manner.
The maximum upward deflection angle of the spare elevator is 30 degrees, and the maximum downward deflection angle of the spare elevator is 15 degrees.
A method for regulating jamming of an elevator comprises the following steps:
when the original elevator is stuck, the standby horizontal stabilizing surface which is connected and attached to the original vertical stabilizing surface through the rotating shaft is unfolded by 90 degrees along the rotating shaft, and the unfolded standby horizontal stabilizing surface and the stuck original elevator together provide pitching moment for the airplane.
The invention discloses the following technical effects: the invention does not affect the normal work of the original empennage, the load of the airplane is basically unchanged, but the probability of flight accidents caused by empennage faults can be effectively reduced, and the burden of pilots under emergency conditions is reduced.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without inventive exercise.
FIG. 1 is a schematic view of the overall structure;
FIG. 2 is a schematic view of an alternative horizontal tail-wing spread configuration;
wherein, 1, a rotating shaft; 2. a rudder; 3. a standby lifting cabin; 4. preparing a horizontal stabilizer; 5. setting the original horizontal stable surface; 6. an original elevator; 7. original vertical stabilizer.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, belong to the protection scope of the present invention.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
The present invention provides an aircraft tail comprising: the system comprises an original horizontal tail wing, an original vertical tail wing and a spare horizontal tail wing arranged on the original vertical tail wing; the standby horizontal tail is rotatably arranged on the original vertical tail through a rotating shaft 1; the standby horizontal wing is arranged at the top end of the original vertical tail wing when unfolded and is arranged vertically to the original vertical tail wing.
The original horizontal tail wing comprises an original elevator 6 and an original horizontal stabilizer 5; the upper inclined blocking angle of the original elevator 6 is 30 degrees, and the lower inclined blocking angle is 15 degrees.
The original vertical tail wing comprises a rudder 2 and an original vertical stabilizing surface 7; two side walls of the original vertical stabilizing surface 7 are inwards provided with grooves for mounting a standby horizontal tail wing.
The standby horizontal tail comprises a standby elevator 3 and a standby horizontal stabilizer 4; the standby horizontal stabilizing surface 4 and the standby elevator 3 are respectively provided with two blocks and are respectively rotatably arranged in two grooves of the original vertical stabilizing surface 7 through the rotating shaft 1.
The maximum upward deflection angle of the spare elevator 3 is 30 ° and the maximum downward deflection angle is 15 °.
A method for regulating jamming of an elevator comprises the following steps:
when the original elevator 6 is locked, the standby horizontal stabilizing surface 4 connected and attached to the original vertical stabilizing surface 7 through the rotating shaft 1 is unfolded by 90 degrees along the rotating shaft 1, and the unfolded standby horizontal stabilizing surface 4 and the locked original elevator 6 provide pitching moment for the airplane together.
Example 1:
taking the situation that the original elevator 6 is stuck on the ground, as shown in fig. 1 and 2, the lift force on the horizontal tail wing is reduced sharply, so that the aircraft attack angle is too large, and when the aircraft attack angle exceeds the critical stall attack angle, the aircraft is likely to stall. At the moment, the lift force at the horizontal tail wing needs to be increased, so that the raising moment is reduced, the attack angle of the airplane is prevented from being increased continuously, the standby horizontal stabilizer 4 which is connected and attached to the original vertical stabilizer 7 through the rotating shaft 1 is unfolded 90 degrees along the rotating shaft 1, the unfolded standby horizontal stabilizer 4 and the blocked original horizontal tail wing provide the pitching moment for the airplane together, the pitching moment is obtained through calculation of fluid calculation software, the lift force at the tail wing is increased continuously along with downward deflection of the standby elevator 3, and the possibility of airplane stalling is greatly reduced.
Example 2:
taking the situation that the original elevator 6 is stuck to the lower side, the lift force on the horizontal tail wing can be increased rapidly, the head-lowering moment of the airplane is increased, and the airplane is likely to be out of control to cause the airplane to dive and descend. At the moment, the lift force at the position of the horizontal tail wing needs to be reduced, so that the head raising moment is increased, and the aircraft attack angle is prevented from being continuously reduced.
The standby horizontal stabilizer 4 connected and attached to the original vertical stabilizer 7 through the rotating shaft 1 is unfolded by 90 degrees along the rotating shaft, and the unfolded standby horizontal stabilizer 4 and the blocked original horizontal tail provide pitching moment for the airplane together. The spare elevator 3 deflects upwards through calculation of fluid calculation software, the lift force at the tail wing is continuously reduced at the moment, and the possibility of plane dive is greatly reduced.
Furthermore, lift coefficients under different working conditions are calculated, and the influence of the opened standby empennage on the lift coefficients after the elevator of the original horizontal empennage is blocked is calculated, so that the feasibility of the verification scheme is analyzed. In the calculation, a dynamic grid technology is applied, a control equation adopts an N-S equation capable of compressing unsteady flow under the description of an ALE finite volume method, an ICEM software is used for drawing a grid, the grid is led into a Fluent software for calculating the lift coefficient, the initial working condition is an attack angle of 5 degrees, and the incoming flow speed is 68.9m/S. When the original horizontal tail elevator is stuck downwards, calculating the change condition of the lift coefficient along with the upward deviation of the spare horizontal tail elevator; when the original horizontal tail elevator is stuck upwards, the change condition of the lift coefficient along with the downward deviation of the standby horizontal tail elevator is calculated. The design that the maximum value of the upward deflection angle of the elevator is 30 degrees and the maximum value of the downward deflection angle of the elevator is 15 degrees is adopted on the basis of the common elevator at present.
And calculating the lift force of the tail wing through the lift coefficient. The chord length of the original horizontal tail is 100, the chord length comprises a horizontal stable surface length of 71.483 and an elevator length of 28.517, and the spread length is 120; the spare empennage chord length 100 comprises a horizontal stabilizer 57.187 and an elevator 22.813, and the expansion length is 100. The relationship between the coefficient of lift and lift is known as:
wherein is
Lift and/or lift unit>
For the air density->
For the incoming flow speed, is selected>
Is at the wing->
The projected area of the shaft is->
Is the lift coefficient. Because the design mainly explores the change trend of the lift force and does not solve the precise magnitude of the wing lift force, the calculation of the relative lift force is adopted in the design>
The trend of the airfoil lift is compared:
calculating to obtain that when the original horizontal tail wing is stuck to the upper part of the horizontal tail wing, the lift force on the horizontal tail wing is reduced sharply to cause overlarge aircraft attack angle, when the aircraft attack angle exceeds a stall critical attack angle, the aircraft is likely to stall, if the standby horizontal tail wing is put down at the moment, the elevator is deflected downwards to increase the lift force at the tail wing, reduce the head raising moment and prevent the aircraft from entering a stall state; when the original elevator is stuck on the ground, the lift force on the horizontal tail wing can be increased sharply, so that the aircraft attack angle is too large, the aircraft can possibly have a dive condition, if the standby horizontal tail wing is put down at the moment, the elevator deflects upwards, the lift force at the tail wing is reduced, the head-lowering moment is increased, and the aircraft is prevented from being trapped in a dangerous dive state.
In the description of the present invention, it is to be understood that the terms "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on those shown in the drawings, are merely for convenience of description of the present invention, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention.
The above-described embodiments are merely illustrative of the preferred embodiments of the present invention, and do not limit the scope of the present invention, and various modifications and improvements of the technical solutions of the present invention can be made by those skilled in the art without departing from the spirit of the present invention, and the technical solutions of the present invention are within the scope of the present invention defined by the claims.
Claims (6)
1. An aircraft tail, comprising: the system comprises an original horizontal tail wing, an original vertical tail wing and a spare horizontal tail wing arranged on the original vertical tail wing; the standby horizontal tail is rotatably arranged on the original vertical tail through a rotating shaft (1); and the standby horizontal tail is arranged at the top end of the original vertical tail when being unfolded and is perpendicular to the original vertical tail.
2. An aircraft tail according to claim 1 wherein: the original horizontal tail wing comprises an original elevator (6) and an original horizontal stabilizer (5); the upper deviation jamming angle of the original elevator (6) is 30 degrees, and the lower deviation jamming angle is 15 degrees.
3. An aircraft tail according to claim 1 wherein: the original vertical tail wing comprises a rudder (2) and an original vertical stabilizing surface (7); and grooves for mounting the standby horizontal tail wings are formed in the two side walls of the original vertical stabilizing surface (7) inwards.
4. An aircraft tail according to claim 3 wherein: the standby horizontal tail comprises a standby elevator (3) and a standby horizontal stabilizer (4); the standby horizontal stabilizer (4) and the standby elevator (3) are respectively provided with two blocks, and are respectively rotatably installed in the two grooves of the original vertical stabilizer (7) through the rotating shaft (1).
5. An aircraft tail according to claim 4 wherein: the maximum upward deflection angle of the standby elevator (3) is 30 degrees, and the maximum downward deflection angle is 15 degrees.
6. An elevator jam adjustment method comprising the aircraft tail of any one of claims 1 to 5, characterized by comprising the steps of:
when the original elevator (6) is blocked, the standby horizontal stabilizer (4) connected and attached to the original vertical stabilizer (7) through the rotating shaft (1) is unfolded by 90 degrees along the rotating shaft (1), and the unfolded standby horizontal stabilizer (4) and the blocked original elevator (6) provide pitching moment for the airplane together.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310237572.0A CN115946843B (en) | 2023-03-14 | 2023-03-14 | Method for adjusting blocking resistance of tail wing and elevator of aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310237572.0A CN115946843B (en) | 2023-03-14 | 2023-03-14 | Method for adjusting blocking resistance of tail wing and elevator of aircraft |
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| CN115946843A true CN115946843A (en) | 2023-04-11 |
| CN115946843B CN115946843B (en) | 2023-05-30 |
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| CN115946843B (en) | 2023-05-30 |
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