JPH062480B2 - Delta Wing Structure with Fin Steering Surface at the Tip - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention relates to an aircraft or a flying vehicle capable of improving steering performance such as skidding especially in a low speed region during takeoff and landing and a supersonic region during cruising. Delta wing structure.

(Prior Art) An aircraft is provided with many aerodynamic element technologies, and their stability is ensured by controlling their functions by replacing them with movements of a high lift device and a steering surface.

Conventionally, there are various high lift devices and steering surfaces used for stable steering. The high lift devices include mechanical trailing edge lift devices such as flaps and body flaps, USB flaps, jet flaps, and mechanical leading edge lift devices such as slats.

The steering surface includes auxiliary wings, elevators, rudders, canards, spoilers, and the like. The aileron plays the role of stabilizing the roll, the elevator vertically stabilizing, and the rudder horizontally stabilizing. In addition, the canard of the movable winglet provided on the body serves to improve the exercise performance.

In addition, there are elevons, flaperons, etc. that can control two aerodynamic functions separately on one steering surface. In the case of a tailless wing without a horizontal tail such as a Delta wing, the elevon is provided to function as both an elevator and an auxiliary wing. The flaperon is provided between the inner flap and the outer flap and serves as a flap and an aileron. Although they perform two functions on one steering surface, they do not steer two functions at the same time.

As described above, the conventional high lift device and various steering surfaces have one role in one steering surface, and there has been no steering surface and steering method that perform two or more functions at the same time.

(Problems to be Solved by the Invention) As described above, most of the conventional steering surfaces have a function to play a role. Therefore, in a delta wing aircraft with a small aspect ratio such as a space shuttle,
In particular, the stability of the lateral direction is poor and the fuselage and main wing are affected by the high angle of attack during takeoff and landing, and the shock waves emitted from the fuselage and main wing are affected during supersonic cruise. There is a problem with the flight movement performance. In order to solve the problem, it is necessary to provide a new steering surface that makes the effectiveness of the steering surface effective even under such an influence. However, if a new steering surface is provided and the number thereof is increased, there is a problem that as the number of steering surfaces increases, the operation becomes more complicated and the structure becomes more complicated, resulting in more failures.

The present invention was devised to solve the above-mentioned conventional problems, and has two or more combined functions in one steering surface, and when the wing aircraft has a small aspect ratio in takeoff and landing mode and high speed cruising. It is an object of the present invention to provide a wing having a new steering surface that can improve the motion performance in the form and the like and can reliably convert aerodynamic force into motion force.

(Means for Solving Problems) In order to solve the above problems, the present inventor provides one steering surface with two or more combined functions to improve flight motion performance from takeoff and landing modes to cruise modes. Focusing on the fact that stable flight can be ensured without increasing the number of steering surfaces if a secure steering method can be secured, and as a result of repeated research on steering surface shapes that satisfy such functions, the present invention was reached. It was done.

That is, in the delta wing structure of the present invention that achieves the above object, fin steering surfaces are provided at both ends of the delta wing symmetrically with the steering hinge axis having a toe-out angle with respect to the center axis of the airframe, and both fin steering surfaces are provided. Active control is performed by an actuator provided inside and outside the wing so as to independently change the cant angle up and down about the hinge axis, and by combining the cant angles of the fin steering surfaces at both ends of the delta wing, the auxiliary wing, rudder, and flap are combined. A fin steering surface is provided at the wing tip, which is characterized in that it has multiple functions.

The shape of the fin steering surface and the toe-out angle are determined by the main wing shape corresponding to the cruising performance of an aircraft or the like.

(Operation) The fin steering surface is provided so that the steering hinge axis line is located at the wing tip on the main wing reference line or at a position slightly displaced from the wing tip, and the fin steering surface is provided symmetrically with respect to the center axis of the aircraft body. When the robot is moving, the plane is controlled so that the surface does not face the axis of the aircraft.

The left and right fin steering surfaces arranged as described above are individually actively controlled to change the cant steering angle up and down about the hinge axis and combined with the positions of the left and right fin steering surfaces to assist the auxiliary wings and rudder. And has a combined function of simultaneously performing the respective functions of the flaps.

Now, in order to confirm an example of the function of the fin steering surface when the fin steering surface is adopted for the delta wing, the fin steering surface is set based on the Delta full wing machine shape, and the area of each steering surface is 1 As / 2, numerical calculation was performed on the lift performance and yawing recovery performance in the low speed range. The numerical method used was the panel method, which has a proven track record as an approximate solution below subsonic velocity. Due to the small aspect ratio of Delta wing aircraft, it is common to make the vertical tail larger or to make it a twin tail. Therefore, the effectiveness of the rudder and elevator was calculated in order to confirm the composite function of this fin steering surface. As a result, the aerodynamic characteristics shown in the graphs of FIGS. 9 and 10 were exhibited. In this calculation, since the center of the machine body moment is set to an arbitrary position (50%), the yaw moment coefficient Cn and the like are effective only as a comparison of effectiveness.

The graph of FIG. 9 shows that when the cant angles of the left and right fin steering surfaces are 10 °, 90 ° (horizontal) and 170 ° in the low-speed region of Mach 0.1 with the sideslip angle β = 5 °. The relationship between the angle α and the lift coefficient Cn is shown.

As is clear from the figure, the lift coefficient changes in accordance with the cant angle of the fin steering surface, and when the fin steering surface is lowered (cant angle 170 °), the zero lift angle moves in the negative direction and the angle of attack is constant. It can be seen that the coefficient of lift C _L in the above equation is increased to fulfill the function of the high lift device. Further, as is apparent from FIG. 10, since the yaw moment coefficient Cn changes in accordance with the change in the cant angle, it functions as a rudder, and when the fin steering surface is lowered, it has a lateral shake recovery function. It was confirmed that the effect was exhibited. This is very effective in the case of a delta wing that takes a large angle of attack during takeoff and landing, because the vertical tail will fall into the shadow of a large area and the rudder's squeeze will be extremely reduced.

Only by the simulation results obtained by the above two numerical solutions, it is possible to improve the steerability in the low speed range during takeoff and landing, which is a drawback of the delta wing with a small asbestos ratio, by effectively functioning the fin steering surface. Is confirmed, and it can be expected to be applied to space shuttles, HST, etc.

(Example) Hereinafter, the Example of this invention is described in detail based on drawing.

1 to 8 show an embodiment in which the fin steering surface of the present invention is applied to a space shuttle.

In the figure, 1 is a space shuttle, and Delta wings (Aussie wings)
The fin steering surfaces 3 are provided at both ends of the main wing 2.
The fin steering 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 airframe, and is provided inside and outside the wing like other steering surfaces. It is swingably driven about the hinge axis 4 by an actuator (not shown) and can take an arbitrary cant angle δcant position. Note that the hinge axis may be displaced from the main wing reference line depending on the shape and structure of the wing.

Although the fin steering surface 3 has a triangular shape formed by the leading edge extension line and the trailing edge extension line of the delta wing tip and the hinge axis line in this embodiment, the wing shape corresponds to the cruising performance of the aircraft. The optimum shape is determined according to each blade shape. Similarly, the optimum toe-out angle γ is determined by the blade shape. Further, the size of the fin steering surface depends on the area of the main wing and the mounting position of the fuselage and the main wing (upper wing,
Middle wing, lower wing) etc.

Reference numeral 5 is an elevon provided at the trailing edge of the main wing, and 6 is a rudder provided at the vertical tail 7.

In the wing structure as described above, an example of the function of the fin steering surface will be described with reference to FIGS. 3 to 8.

When the space vehicle is in the atmosphere re-entry mode, as shown in Fig. 3, when the fin steering surface 3 is raised (the cant angle is close to zero), yawing is suppressed and the lateral posture is stabilized, and The wing tip can be protected under the environment. In the turning mode, as shown in FIG.
If only the fin steering surface 3 of the blade on the side opposite to the turning direction is lowered, the turning force is applied to turn. Similarly, by operating one of the fin steering surfaces, lateral stability can be obtained by overcoming a yaw moment generated by a gust of wind or a side wind.

Further, in the landing mode, as shown in FIGS. 7 and 8, if both fin steering surfaces 3 are lowered, a high lift force can be obtained and lateral stability can be obtained.

(Effect) The present invention is configured as described above and has the following special effects.

The left and right fin steering surfaces arranged as described above are individually actively controlled to change the cant steering angle around the hinge axis, and the combination of the steering angles of the left and right fin steering surfaces allows the auxiliary wings, rudder and rudder Since it is possible to have a composite function that simultaneously fulfills the respective roles of the flaps, it is possible to reduce the number of control surfaces and improve safety.

In addition, the flight performance of a Delta-wing aircraft with a small aspect ratio and unstable flight performance, especially high lift at low speeds such as during takeoff and landing, can be obtained, and the high angle of attack and takeoff of the Delta wing aircraft during takeoff and landing Problems caused by takeoff and landing at speed can be improved.

Further, in the supersonic cruise mode of the delta wing aircraft, it is possible to prevent the effectiveness of the control surface from being deteriorated due to the effect of the shock wave from the conductor and the main wing, and to improve the steering stability.

[Brief description of drawings]

1 to 6 are conceptual views when the present invention is applied to a space shuttle having a delta wing, FIG. 1 is a perspective view of its basic form, FIG. 2 is its front view, and FIG. Is a perspective view in the atmosphere re-entry mode, FIG. 4 is its front view, FIG. 5 is a perspective view in the turning mode, FIG. 6 is its front view, FIG. 7 is a perspective view in the landing mode, and 8 FIG. 9 is a front view of the same, FIG. 9 is a graph showing the relationship between the lift coefficient and the attack angle with the cant angle of the fin steering surface in the low speed region as a parameter, and FIG. 7 is a graph showing the relationship between the yaw moment coefficient Cn and the angle of attack. 1: Space shuttle aircraft 2: Main wing 3: Fin steering surface
4: Finge axis 5: Elevon 6: Rudder
7: Vertical tail

Claims (3)

[Claims] 1. A delta wing structure for an aircraft or a spacecraft having a delta wing, wherein fin steering surfaces are provided at both ends of the delta wing symmetrically with a steering hinge axis having a toe-out angle with respect to a central axis of the airframe. , The fin steering surfaces are actively controlled by actuators provided inside and outside the wing so as to independently change the cant angle up and down about the hinge axis, and by combining the cant angles of the fin steering surfaces at both ends of the delta wing. Delta wing structure with fin steering surface at the wing tip, which is designed to have a combined function of auxiliary wings, rudder and flaps. 2. The delta wing structure according to claim 1, wherein the shape of the fin steering surface is different depending on the wing shape corresponding to the flight performance of an aircraft or a spacecraft. 3. The delta wing structure according to claim 1, wherein the hinge axis toe-out angle of the steering surface varies depending on the wing shape corresponding to the flight performance of an aircraft or a spacecraft.