CN115946843B - Method for adjusting blocking resistance of tail wing and elevator of aircraft - Google Patents
Method for adjusting blocking resistance of tail wing and elevator of aircraft Download PDFInfo
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- CN115946843B CN115946843B CN202310237572.0A CN202310237572A CN115946843B CN 115946843 B CN115946843 B CN 115946843B CN 202310237572 A CN202310237572 A CN 202310237572A CN 115946843 B CN115946843 B CN 115946843B
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Abstract
The invention discloses an aircraft tail wing and elevator blocking adjustment 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 fin is rotatably arranged on the original vertical tail fin through a rotating shaft; the horizontal wings of the spare part are arranged at the top end of the original vertical tail wing when being unfolded and are perpendicular to the original vertical tail wing. The invention has the advantages that under the condition of not influencing the normal operation of the original tail wing, the load of the aircraft is basically unchanged, but the probability of flight accidents caused by the fault of the tail wing can be effectively reduced, and the burden of pilots under emergency conditions is reduced.
Description
Technical Field
The invention relates to the technical field of aviation, in particular to an airplane tail wing and elevator blocking adjustment method.
Background
With the development of technology, the human social traffic system is rapidly developed, and the airplane is one of the mainstream traffic means. The tail fin is used as a device which is arranged at the tail part of the aircraft and can keep the pitching stability and the direction balance of the aircraft and ensure that the aircraft has pitching and direction stability and maneuverability. There are many designs of the tail wing of the airplane, but the structural components mostly comprise a horizontal stabilizer, an elevator, a vertical stabilizer and a rudder.
Flight safety issues have been emphasized especially in the field of civil aviation. The problem of out-of-control of the aircraft caused by failure of the horizontal tail wing and reduced pitching stability of the aircraft is also one of important research subjects. The types of flight accidents are classified into controllable flight types, runaway types, runway safety types, ground safety types, operation failure types, aircraft firing types and the like. The four types of flight accidents, namely a runaway type, a runway safety type, a controllable flight type and an operation failure type, belong to high-risk accidents, wherein the death number caused by the runaway type flight accidents is in an ascending trend, is 10% higher than that of the controllable flight type and the runway safety type, and becomes the civil aviation flight accident type with the largest casualties. Tail failure is one of the common factors that cause aircraft runaway, where the damage caused by elevator jam problems is enormous. At present, when ascending or descending blocking occurs on the elevator, pitching operation of the aircraft can be realized through balancing of a pilot, pushing rods and other operations; when the elevator is completely blocked, the complete control of the elevator is meant according to FAA aircraft flight handbook. The combined operation of throttle lever and flap then still provides a relatively limited pitch control, which looks at the design differences for each aircraft. Obviously, this situation is very challenging, places great demands on the pilot's driving level, and the likelihood of failure is great.
Therefore, an urgent need is to provide an emergency measure for the elevator jam problem of the horizontal tail wing from the root, so as to effectively reduce the possibility of an out-of-control accident of the aircraft caused by the elevator fault.
Disclosure of Invention
The invention aims to provide an aircraft tail wing and elevator blocking adjustment method to solve the problems in the prior art and realize
In order to achieve the above object, the present invention provides the following solutions: the invention provides an aircraft tail comprising: the device comprises an original horizontal tail, an original vertical tail and a standby horizontal tail arranged on the original vertical tail; the standby horizontal tail fin is rotatably arranged on the original vertical tail fin through a rotating shaft; the horizontal wings of the spare part are arranged at the top end of the original vertical tail wing when being unfolded and are perpendicular to the original vertical tail wing.
The original horizontal tail fin comprises an original elevator and an original horizontal stabilizer; the upper deflection blocking angle of the original elevator is 30 degrees, and the lower deflection blocking angle is 15 degrees.
The original vertical tail fin comprises a rudder and an original vertical stabilizer; and grooves for installing the spare horizontal tail wing are formed in the two side walls of the original vertical stabilizer inwards.
The standby horizontal tail comprises a standby elevator and a standby horizontal stabilizer; the standby horizontal stabilizer and the standby elevator are respectively provided with two blocks and are respectively installed in the two grooves of the original vertical stabilizer through rotation of the rotating shaft.
The maximum upward deflection angle of the standby elevator is 30 degrees, and the maximum downward deflection angle is 15 degrees.
A method for adjusting elevator jamming comprises the following steps:
when the original elevator is blocked, the standby horizontal stabilizer connected through the rotating shaft and attached to the original vertical stabilizer is unfolded by 90 degrees along the rotating shaft, and the unfolded standby horizontal stabilizer and the blocked original elevator provide pitching moment for the aircraft.
The invention discloses the following technical effects: the invention does not influence the normal work of the original tail wing, and the aircraft load is basically unchanged, but the probability of flight accidents caused by tail wing 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 of the prior art, the drawings that are needed in the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of the overall structure;
FIG. 2 is a schematic view of an extended structure of a spare horizontal tail;
wherein, 1, the rotating shaft; 2. a rudder; 3. a standby lifting cabin; 4. a standby horizontal stabilizer; 5. an original horizontal stabilizer; 6. an original elevator; 7. the original vertical stabilizer.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In order that the above-recited objects, features and advantages of the present invention will become more readily apparent, a more particular description of the invention will be rendered by reference to the appended drawings and appended detailed description.
The invention provides an aircraft tail comprising: the device comprises an original horizontal tail, an original vertical tail and a standby horizontal tail arranged on the original vertical tail; the spare horizontal tail fin is rotatably arranged on the original vertical tail fin through a rotating shaft 1; the standby horizontal wing is arranged at the top end of the original vertical tail wing when being unfolded and is arranged vertically with the original vertical tail wing.
The original horizontal tail comprises an original elevator 6 and an original horizontal stabilizer 5; the upper deflection blocking angle of the original elevator 6 is 30 degrees, and the lower deflection blocking angle is 15 degrees.
The original vertical tail fin comprises a rudder 2 and an original vertical stabilizer 7; grooves for installing the spare horizontal tail fin are formed in the two side walls of the original vertical stabilizer 7 inwards.
The spare horizontal tail comprises a spare elevator 3 and a spare horizontal stabilizer 4; the standby horizontal stabilizer 4 and the standby elevator 3 are respectively provided with two blocks and are respectively installed in two grooves of the original vertical stabilizer 7 through the rotation of the rotating shaft 1.
The maximum upward deflection angle of the standby elevator 3 is 30 degrees, and the maximum downward deflection angle is 15 degrees.
A method for adjusting elevator jamming comprises the following steps:
when the original elevator 6 is blocked, the standby horizontal stabilizer 4 connected through the rotating shaft 1 and attached to the original vertical stabilizer 7 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 aircraft.
Example 1:
taking the original elevator 6 as an example, as shown in fig. 1 and 2, the lift force on the horizontal tail wing can be drastically reduced, so that the attack angle of the aircraft is too large, and when the attack angle of the aircraft exceeds the stall critical attack angle, the aircraft is likely to stall. At this time, the lifting force at the horizontal tail wing is required to be increased, so that the lifting force at the tail wing is reduced, the attack angle of the aircraft is prevented from increasing continuously, the spare horizontal stabilizer 4 connected through the rotating shaft 1 and attached to the original vertical stabilizer 7 is unfolded for 90 degrees along the rotating shaft 1, the unfolded spare horizontal stabilizer 4 and the jammed original horizontal tail wing provide pitching moment for the aircraft together, the pitching moment is calculated through fluid calculation software, and the lifting force at the tail wing is increased continuously along with the downward deflection of the spare elevator 3, so that the possibility of stall of the aircraft is greatly reduced.
Example 2:
taking the original elevator 6 to be blocked by the lower deflection as an example, the lifting force on the horizontal tail wing can be increased sharply, the moment of the lower head of the aircraft is increased, and the aircraft is likely to run out to cause the aircraft to dive down. At this time, the lifting force at the horizontal tail wing needs to be reduced, so that the head-up moment is increased, and the attack angle of the aircraft is prevented from being reduced continuously.
The spare horizontal stabilizer 4 connected through the rotating shaft 1 and attached to the original vertical stabilizer 7 is unfolded by 90 degrees along the rotating shaft, and the unfolded spare horizontal stabilizer 4 and the jammed original horizontal tail together provide pitching moment for the aircraft. The standby elevator 3 deflects upwards through calculation of fluid calculation software, and at the moment, the lift force at the tail wing is continuously reduced, so that the possibility of diving of the aircraft is greatly reduced.
Further, the lift coefficient under different working conditions is calculated, and after the elevator of the original horizontal tail wing is blocked, the influence on the lift coefficient after the standby tail wing is opened is calculated, so that the feasibility of the scheme is analyzed and verified. In the calculation, a dynamic grid technology is applied, an N-S equation which can compress and unsteady flow under the description of an ALE finite volume method is selected as a control equation, an ICEM software is utilized to draw grids, the grids are guided into Fluent software to calculate lift force coefficients, an initial working condition is adopted, the angle of attack is 5 degrees, and the incoming flow speed is 68.9m/S. When the original horizontal tail elevator is blocked due to downward deflection, calculating the change condition of the lift coefficient along with the upward deflection of the standby horizontal tail elevator; when the original horizontal tail elevator is blocked, the change condition of the lift coefficient along with the downward deflection of the spare horizontal tail elevator is calculated. Based on the current common elevator, the design of the elevator with the maximum value of the upper deflection angle of 30 degrees and the minimum value of the lower deflection angle of 15 degrees is adopted.
The tail lift is calculated by the lift coefficient. The original horizontal tail has a chord length of 100, including a horizontal stabilizer length 71.483 and an elevator length 28.517, and the span length is 120; the spare tail chord length 100, which includes the horizontal stabilizer 57.187 and the elevator 22.813, has a span of 100. The relationship between lift coefficient and lift is known as:
wherein is
Lift force (I)>
For air density->
For incoming flow speed, +.>
For wings +.>
Projection area of axis>
Is the lift coefficient. Because the design mainly explores the variation trend of the lift force, the precise wing lift force is not solved, so the calculation of the relative lift force is adopted>
To compare wingsTrend of change in lift force:
when the original horizontal tail wing is blocked, the lift force on the horizontal tail wing can be drastically reduced, so that the attack angle of the aircraft is overlarge, when the attack angle of the aircraft exceeds the stall critical attack angle, the aircraft is likely to stall, and if the standby horizontal tail wing is put down at the moment, the elevator is deflected downwards, so that the lift force at the tail wing is increased, the head-up moment is reduced, and the aircraft is prevented from entering a stall state; when the original elevator is blocked in a downward deflection mode, the lifting force on the horizontal tail wing can be increased rapidly, the attack angle of the aircraft is overlarge, the aircraft can possibly generate a diving condition, if the standby horizontal tail wing is put down at the moment, the elevator is deflected upwards, the lifting force at the tail wing is reduced, the low-head moment is increased, and the aircraft is prevented from sinking into a dangerous diving state.
In the description of the present invention, it should be understood that the terms "longitudinal," "transverse," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like indicate or are based on the orientation or positional relationship shown in the drawings, merely to facilitate description of the present invention, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the present invention.
The above embodiments are only illustrative of the preferred embodiments of the present invention and are not intended to limit the scope of the present invention, and various modifications and improvements made by those skilled in the art to the technical solutions of the present invention should fall within the protection scope defined by the claims of the present invention without departing from the design spirit of the present invention.
Claims (4)
1. An aircraft tail comprising: the device comprises an original horizontal tail, an original vertical tail and a standby horizontal tail arranged on the original vertical tail; the standby horizontal tail fin is rotatably arranged on the original vertical tail fin through a rotating shaft (1); the standby horizontal tail fin is arranged at the top end of the original vertical tail fin when being unfolded and is arranged vertically with the original vertical tail fin; the original vertical tail fin comprises a rudder (2) and an original vertical stabilizer (7); grooves for installing the standby horizontal tail wing are formed in the two side walls of the original vertical stabilizer (7) inwards; 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).
2. An aircraft tail according to claim 1, wherein: the original horizontal tail fin comprises an original elevator (6) and an original horizontal stabilizer (5); the upper deflection blocking angle of the original elevator (6) is 30 degrees, and the lower deflection blocking angle is 15 degrees.
3. An aircraft tail according to claim 1, wherein: the maximum upper deflection angle of the standby elevator (3) is 30 degrees, and the maximum lower deflection angle is 15 degrees.
4. A method of elevator drag adjustment comprising the aircraft tail of any of claims 1-3, comprising the steps of:
when the original elevator (6) is blocked, the standby horizontal stabilizer (4) connected through the rotating shaft (1) and attached to the original vertical stabilizer (7) 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 aircraft 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 |
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| 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 CN115946843A (en) | 2023-04-11 |
| CN115946843B true CN115946843B (en) | 2023-05-30 |
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| CN115946843A (en) | 2023-04-11 |
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