JPH03182898A - Wing structure with fin steering plane on wing end - Google Patents

Abstract

PURPOSE:In a wing structure having steering planes on wing ends of an aircraft or the like, to improve the steering performance of wings by providing fin steering panes on both wing ends so as that steering hinge axes are arranged on or near main wing reference lines and symmetrical to the central axis of the aircraft body with a toe-out angle respectively, and enabling the active control with actuators provided in and out the wings. CONSTITUTION:Fin steering planes 3 are attached to both wing ends of main wings 2 of an aircraft 1 so as that steering hinge axes 4 are arranged on main wing reference lines respectively. And the steering hinge axes are provided on both wings symmetrically to the central axis of the aircraft body with a toe-out angle gamma. And the planes are driven with actuators to swing around the hinge axes 4, and can be controlled to obtain an arbitrary cant angle deltaCANT. Thereby the steering performance can be improved.

Description

Detailed Description of the Invention (Industrial Application Field) The present invention is directed to an aircraft or flying object that can improve the steering performance, especially against sideslips, in the low-speed region during takeoff and landing and in the supersonic region during cruise. The present invention relates to a wing structure and a wing structure for an underwater boat that can improve navigation stability when the hydrofoil boat is sailing at high speed on the open sea or when meandering.

(Prior Art) Aircraft integrate many aerodynamic elemental technologies, and control these functions by replacing them with movements of high-lift devices, control surfaces, etc., thereby improving flight stability.

Conventionally, there are various high-lift devices and control surfaces used for stable maneuvering. High-lift devices include mechanical trailing edge high-lift devices such as flaps and body flaps, mechanical leading-edge high-lift devices such as USB flaps, jet flaps, and Slack 1-.

Further, the control surfaces include ailerons, elevators, rudders, canards, spoilers, and the like. Ailerons are stable in roll direction and increase P
&The rudder serves for longitudinal stability, and the rudder serves for lateral stability. In addition, the movable wing canards installed in the fuselage serve to improve maneuverability.

Other examples that allow two aerodynamic functions to be controlled separately with one steering surface include the Nirebon and Flaperon. In the case of a tailless wing without a horizontal stabilizer, such as a delta-wing aircraft, the Nirebon is installed to serve as both an elevator and an aileron. The flaperon is installed between the inner flap and the oceangoing flap, and acts like a flap and an aileron. These have two functions on one steering surface, but they do not perform both functions at the same time.

As described above, in conventional high-lift devices and various types of steering surfaces, one steering surface has one role, and there is no steering surface or steering method that can perform two or more functions at the same time.

(Problems to be Solved by the Invention) As mentioned above, most conventional steering surfaces have a single role. For this reason, delta wing aircraft with a small aspect ratio, such as spacecraft, have poor lateral stability and are affected by the fuselage and main wings due to the high angle of attack during takeoff and landing, and in supersonic cruise mode. Because it is affected by the m attack waves emitted from the fuselage and main wings, there are problems with flight performance, such as reduced control surface effectiveness.

In order to solve this problem, it is necessary to provide a new control surface that makes the control surface effective even under such influences.

However, when new steering surfaces are provided and the number thereof is increased, there are problems such as the more the number increases, the more complicated the maneuvering becomes, the more complicated the structure becomes, and the more failures occur.

The present invention has been devised to solve the above-mentioned conventional problems, and has two or more composite functions on one control surface, and is capable of controlling the take-off and landing configuration of a winged aircraft with a small aspect ratio. It is an object of the present invention to provide a wing having a new control surface that can improve maneuverability during high-speed cruising mode, etc., and can reliably convert aerodynamic force into kinetic force.

l'S (Means for Solving the Problems) In order to solve the above problems, the inventor of the present invention provided one control surface with two or more composite functions, so that the control surface can be controlled from the takeoff and landing mode to the cruising mode. We focused on the fact that if we could secure a steering method that ensures flight maneuverability, we could ensure flight stability without increasing the number of control surfaces, and as a result of repeated research on the shape of the control surfaces that would satisfy such functions, we found that: This has led to the present invention.

That is, the wing structure of the present invention that achieves the above object is characterized in that active control can be performed by actuators provided inside and outside the wing so as to ensure the maneuverability of the aircraft.

The shape and toe-out angle of the fin control surface are determined by the shape of the main wing that corresponds to the cruising performance of the aircraft or the like. Furthermore, the control direction of the fin control surface is determined by the positional relationship between the aircraft body and the main wing. and can be applied to high-speed hydrofoils.

(Function) The fin control surface is provided symmetrically with the steering hinge axis on the wing tip or at a position slightly shifted from the main wing reference line and with a toe-out angle with respect to the center axis of the aircraft body. When movable.

The surface is always controlled so that it does not directly face the aircraft axis.

The left and right fin control surfaces arranged as described above are individually actively controlled, and by changing the steering angle downward to can 1 with the hinge axis as the center, the position of the left and right fin control surfaces is combined. It has a complex function that simultaneously serves as an aileron, rudder, and flap.

Now, in order to confirm an example of the function of the fin control surface when the fin control surface is adopted for the delta wing, we will set the fin control surface based on the delta flying wing shape and calculate the area of each control surface to 1 /2, numerical Hf calculations were performed for lift performance and yawing recovery performance in the low speed region. For the numerical solution, we used the panel method, which has a proven track record as an approximate solution at subsonic speeds and below. Because delta wing aircraft have a small aspect ratio, they usually have a large vertical tail or twin tails. Therefore, we calculated the effectiveness of the rudder and elevator in order to confirm the combined function of this fin control surface. As a result, aerodynamic characteristics as shown in the graphs of FIG. 9 and FIG. 1O were exhibited. In addition, in this calculation, since the center of the 1-adjoint moment is set at an arbitrary position (50%), the yaw moment coefficient Cn, etc. are effective only as a comparison of effectiveness.

The graph in Figure 9 shows the can 1 of the left and right fin control surfaces when the sideslip angle β = 5° in the low range of Matsuha 0.1.
- shows the relationship between the elevation angle α and the lift coefficient Cn when the angle is 10', 900 (horizontal) and 170°.

As is clear from the nucleus, the lift coefficient changes depending on the cant angle of the fin steering surface, and when the fin steering surface is lowered (cant angle 170'), it becomes zero7. The lift angle moves in the negative direction and remains constant. Lift coefficient C at angle of attack
It can be seen that by increasing L, it functions as a high-lift device. Also,
As is clear from Fig. 10, the yaw moment coefficient Cn changes as the cant angle changes. This is very effective in the sense of supplementing the function of the tail, which is in the shadow of a large area and the rudder becomes extremely difficult to operate.

The simulation results using the above two types of numerical methods alone show that by making the fin control surface function effectively, the steering characteristics in the low speed range during takeoff and landing, which is a drawback of delta wings with a small asbeth ratio of 1 to 1, can be improved. It has been confirmed that this technology can be used for spacecraft, HST, etc. It is also assumed that the same effect will be achieved when applied to ultra-high-speed hydrofoil ships, which are also expected to be developed, particularly in preventing rolling.

(Actual Example) Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

An example in which the present invention is applied to a shuttle plane is shown.

have. The fin control surface 3 is provided symmetrically on both wings with the hinge axis 4 on the main wing reference line and having a toe-out angle γ with respect to the center axis of the fuselage, and is provided inside and outside the wing like the other control surfaces. It is driven to swing around the hinge axis 4 by an actuator (not shown), and can take any cant angle δcant position. Note that the hinge axis may be located out of alignment with the main wing reference line depending on the shape and structure of the wing.

In this embodiment, the shape of the fin control surface 3 is a triangle formed by the leading edge extension line, the trailing edge extension line, and the hinge axis of the wing tip of the delta wing, but the shape of the fin control surface 3 is a triangle shape that corresponds to the cruising performance of the aircraft. The optimum shape is determined depending on the shape of each blade. Similar to FiJ, the optimum angle of the i~-out angle α is also determined depending on the blade shape. Further, the size of the fin control surface is determined by the area of the main wing, the attachment position U between the fuselage and the main wing (upper wing, middle wing, lower wing), and the like.

In addition, 5 is a Nirebon provided at the trailing edge of the main wing, and 6 is a rudder provided at the vertical pressure x7.

Functional examples of the fin control surface in the following wing structure will be explained with reference to FIGS. 3 to 8.

When the spacecraft re-enters the atmosphere, as shown in FIG. 3, when the fin control surface 3 is raised (the cant angle is close to zero), yaw is suppressed and lateral stability is achieved. Further, in the turning mode, as shown in FIG. 5, by lowering only the fin control surface 3 of the wing on the opposite side to the turning direction, the force in the turning direction can be applied to the receiver to make the turn. Similarly, by actuating one of the fin steering surfaces, lateral stability can be obtained by overcoming the yaw moment i· caused by gusts or crosswinds.

Furthermore, in the landing configuration, as shown in FIGS. 7 and 8, by lowering both fin control surfaces 3, high lift can be obtained and lateral stability can be obtained.

Although the embodiments above have been shown in which the wing structure having a fin control surface of the present invention is applied to a spacecraft, the present invention is applicable not only to aircraft such as spacecraft, but also to other flying objects such as rockets, etc. It can also be applied to high-speed hydrofoils.

(Effects) The present invention consists of the following configurations, and has the following features.
) has a different effect.

The left and right fin control surfaces, which are arranged in a fixed manner, are individually actively controlled to change the rudder angle from can 1 to the hinge axis, and by combining the rudder angles of the left and right fin control surfaces,
Since it can have a composite function of simultaneously serving as an auxiliary turret, a rudder, and a flap, the number of front surfaces can be reduced and safety can be improved.

In addition, when applied to wings with a small aspect ratio, the effect of the fuselage and main wings during high angle of attack during takeoff and landing, and the effect of the control surface due to the influence of shock waves from the fuselage and main wings during supersonic cruise mode. It is possible to prevent the steering characteristics from becoming worse and improve the steering characteristics.

[Brief explanation of drawings]

Figures 1 to 6 are conceptual drawings when the present invention is applied to a spacecraft with delta wings, with Figure 1 being a perspective view of its basic form, Figure 2 being a front view thereof, and Figure 3 is a perspective view in atmospheric re-entry mode, Fig. 4 is a straight view, Fig. 5 is a perspective view in turning mode, Fig. 6 is a front view, Fig. 7 is a perspective view in landing mode, and Fig. 8 Figure 9 is a graph showing the relationship between the lift coefficient and the angle of attack with the cant angle of the fin control surface as a parameter in the low speed region, and Figure 10 is the cant angle of the fin control surface in the low speed region. This is a graph showing the relationship between the yaw moment coefficient Cn as a parameter and the angle of attack. 1: Spacecraft 2: Main wing 3: Fin control surface
4: Finge axis 5: Elevon 6: Rudder 7:
Vertical tail rotten E (furrow v7/: (-'i'#Kakumon

Claims (1)

[Scope of Claims] 1) A fin steering surface is provided on the wing tip of the aircraft symmetrically so that the steering hinge axis is on or near the main wing reference line and has a toe-out angle with respect to the aircraft body center axis, and the fin steering surface is provided symmetrically with respect to the center axis of the aircraft body. A wing structure having a fin control surface at a wing tip, characterized in that the surface can be actively controlled by actuators provided inside and outside the wing. 2) The shape of the fin control surface differs depending on the shape of the wing corresponding to the cruising performance of the aircraft.
Described wing structure. 3) The wing structure according to claim 1, wherein the hinge axis toe-out angle of the control surface varies depending on the shape of the wing corresponding to the cruising performance of the aircraft. 4) The wing structure according to claim 1, wherein the control direction of the fin control surface is determined by the attachment positional relationship between the fuselage body and the main wing. 5) The wing structure according to claim 1, 2, 3 or 4 applied to a flying object. 6) The wing structure according to claim 1, 2, 3 or 4 applied to a hydrofoil boat.