RU2674900C1 - Wing console of aircraft with device for heading control - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to devices for controlling an aircraft with the help of moving aerodynamic surfaces. Wing console (1) of an aircraft contains a device for heading controlling, mounted on the end of the console. Said device contains root (2) and end (3) elements. Said elements are made in the form of aerodynamic surfaces. First end (4) of root (2) element is connected with end section (5) of the console. Said end section is made in a plane parallel to plane of symmetry (6) of the aircraft. Second (7) end of the root element is connected with inner end (8) of end (3) element. Said device provides the possibility of simultaneous independent rotation of root (2) element relative to wing console (2), and end (3) element relative to root (2) element.EFFECT: invention is designed for heading control using a device placed on the wing console without the occurrence of additional aerodynamic moments of roll and pitch.6 cl, 4 dwg

Description

The invention relates to aviation, specifically to a device for controlling an aircraft (LA) using movable aerodynamic surfaces.

Currently, the aircraft is controlled by the heading using the rudder located on the tail unit, which is a moving vertical plane attached to the keel. However, when using the rudder, the load on the airframe in the aft part increases, a roll appears during a turn, the aircraft tends to lose altitude, and it is necessary to compensate for the arising moment in roll and pitch. At the same time, this control method cannot be used for aircraft of the "flying wing" type in which there is no tail.

A known method of controlling the aircraft in the course using devices that are fissile surfaces located on the right and left wing consoles, which, due to increased aerodynamic drag on the right or left consoles, respectively, create the required yaw moment. As a control method, the coordinated disclosure of fissile surfaces is used (application CN 104554707 (A), IPC B64C 9/00, published on April 29, 2015).

The disadvantage of this method is that the fissile surfaces are located at the ends of the wing consoles, in a place where it is more appropriate to set the roll controls, while the roll control is either combined with the course control using fissile ailerons, or transferred to the elevons located closer to the plane of symmetry of the plane . In both cases, the roll control efficiency decreases, which may lead to restrictions on the flight characteristics of the aircraft. Also, since the fissile surfaces located along the trailing edge of the wing, they have a "dead zone" because at small opening angles this control has a very low efficiency to a certain angle. Therefore, throughout the entire flight time, fissile surfaces must constantly have an initial opening angle, which negatively affects the flight performance of the aircraft.

The closest prototype to the present invention is the wing console of the aircraft with a heading control device, in which control is carried out using an integrated control device that includes an internal control surface - an “interceptor”, in shape in terms of parallelograms and elevon in shape in terms of parallelogram. The combined control is located on the console part of the wing, near the wingtip, an interceptor on the upper surface in front of the elevon. With the simultaneous deviation of the interceptor up and the elevon down, a significant increase in the aerodynamic drag force is obtained, which creates a control force in the yaw channel (application CN 103057695 (A), IPC В64С 9/00, published on April 24, 2013).

The disadvantages of the prototype is that when controlling on the course using two independent elements of this control, additional unintended moments, roll and pitch appear, which significantly complicates the piloting of the aircraft. In addition, when the elevon is operating for roll control, when it is tilted up, the elevon is in the shadowing zone of the interceptor, which reduces its effectiveness.

When creating the invention, the technical task was posed - the development of a device that allows you to control the aircraft on the course, providing control on the course, without the occurrence of negative additional moments of roll and pitch

The problem is solved by equipping the wing console with a device installed on the end of the console containing the root and end elements made in the form of aerodynamic surfaces, while the first end of the root element is mated to the end section of the console made in a plane parallel to the plane of symmetry of the aircraft, and the second - with the inner end of the end element and the possibility of simultaneous independent rotation of the root element relative to the wing console, and the end element the one relative to the root element.

The technical result achieved by using the development results is the expansion of the arsenal of technical means for controlling the aircraft on the course and providing control on the course using a device located on the console, without the occurrence of additional aerodynamic moments of roll and pitch.

- to obtain minimal hinge moments in the drive rotary mechanism when rotating the elements, structurally, the end and root elements can rotate each about its axis of rotation, while in the preferred embodiment, each of the axis of rotation of the end and root elements are optimally positioned relative to the points of application the resulting aerodynamic forces acting on them, for example, positioning of the root and end elements in such a way that the projections of their rotation axes on the horizon battening plane passing through the projection on the plane of points of application of the resultant aerodynamic forces at the root and end member, respectively;

- for constructive ensuring independent rotation, the possibility of rotation of the end and root elements is provided relative to the axes perpendicular to the end section of the console;

- in order to minimize the moment ΔМ _X arising with respect to the longitudinal axis of the aircraft caused by the deviation, the geometry of the root and end elements of the ending is selected from the condition satisfying the following ratio of the planned areas of the root and end elements of the heading control device

Where

S _root , S _conc. - the values of the planned areas of the root and end elements;

- величины плеч, от точки приложения дополнительных подъемных сил на отклоненных элементах, соответственно, до плоскости симметрии ЛА;

- the magnitude of the shoulders, from the point of application of additional lifting forces on the deflected elements, respectively, to the plane of symmetry of the aircraft;

With _{W. Corn.} , With _{U. konts,} - the magnitude of the coefficients of the lifting force on the corresponding deflected elements.

To clarify the invention, the following graphic materials are used:

FIG. 1 Diagram of an aircraft wing console with a heading control device;

FIG. 2 Changing the yaw angle using the heading control device;

FIG. 3 View A of FIG. 2;

FIG. 4 Scheme of additional aerodynamic forces in the device for controlling the course when changing the course of the aircraft.

According to the technical concept of the invention, the wing console (1) of the aircraft is equipped with a heading control device (Fig. 1) mounted on the end part of the console containing the root (2) and end (3) elements made in the form of aerodynamic surfaces, while the first end face (4) of the root (2) element is associated with the end section (5) of the console, (the concept of “end section” is disclosed in the Directory, Mikeladze VG, Titov VM The main geometric and aerodynamic characteristics of aircraft and missiles; M .: Mechanical engineering, 1982, p. 58-59, Fig. 54), made in a plane parallel to the plane of symmetry (6) of the aircraft, and the second (7) with the inner end (8) of the end (3) element and the simultaneous independent rotation of the root (2) element relative to the wing console ( 2), and the end (3) element relative to the root (2) element.

The design of the heading control device may include a variant (Figs. 1, 4), in which the end (2) and root (3) elements rotate each about their axis of rotation (9, 10), while in the preferred embodiment, each of axes of rotation of the end and root elements are optimally positioned with respect to the points of application of the resulting aerodynamic forces acting on them (11, 12), for example, so that when positioning the root and end elements, the projections of their axis of rotation (9, 10) on a horizontal plane l passed through projections onto this plane of the application points (11, 12) of the resulting aerodynamic forces on the root and end elements, respectively; as a result of which the articulated moment from aerodynamic forces relative to the axis of rotation will be optimized (minimized).

The ability to rotate the end (3) and root (2) elements can be provided relative to the axes (9, 10) perpendicular to the end section (5) of the wing console.

The manufacture and assembly of the heading control device and the general assembly of the wing console can be implemented using known means and methods (for example, A. L. Abibov et al. “Aircraft Engineering Technology”, Textbook for Aviation Universities, M. Engineering 1982). The rotary drive of the root and end elements can be installed in the caisson of the wing console and implemented using swivel gears or using an electro-hydraulic unit (for example, disclosed in the sources: ES Voit et al. “Design of aircraft structures”, M .: Mechanical Engineering, 1987; A.V. Kozhina, A.L. Gimmelfarb, "Fundamentals of design in aircraft construction", M .: Engineering, 1980).

Management of the aircraft, in accordance with the invention is as follows:

If it is necessary to change course, on the wing console directed towards the execution of the turn, the root (2) and end (3) elements simultaneously rotate relative to their axis of rotation (9, 10), respectively (Fig. 2, 3, 4). The root element of the ending is rotated by the angle of deviation "+ δ _root. ”(Leading edge up), and the end element of the ending is rotated by the deflection angle“ -δ _conc. . ”(Leading edge down).

With deviations of the elements of the device for control over the course, they are affected by the resulting aerodynamic forces ΔR ₁ and ΔR ₂ , which can be decomposed into components: vertical ΔY ₁ and ΔY ₂ and longitudinal ΔX ₁ and ΔX ₂ proportional to the angles of rotation of the rejected ending elements (Fig. 4).

The total resistance force applied to the rejected tip elements ΔX _Σ creates a moment ΔM _y turning the plane toward the wing console with a working tip (Fig. 2). The value of the additional yaw moment acting on the aircraft is calculated by the formula

Where

ΔX _Σ = f (δ ₁ , δ ₂ ) is the total force of the additional resistance with deflected elements, respectively;

- плечо, от точки приложения суммарной силы дополнительного сопротивления на крыле при отклоненных элементах, соответственно, до плоскости симметрии ЛА.

- shoulder, from the point of application of the total force of additional resistance on the wing with deflected elements, respectively, to the plane of symmetry of the aircraft.

Additional vertical components of the resulting force acting on the deflected root and end elements are opposite in direction and mutually compensated, and thus provides an additional close to zero value of the additional roll moment ΔMx.

The longitudinal components of the resulting forces ΔX ₁ , ΔX ₂ form the total additional resistance force ΔX ₁ + ΔX ₂ applied in the directional control device and creating an additional yaw moment ΔM _Y relative to the vertical axis passing through the center of mass of the aircraft and turning the aircraft towards wing consoles with working elements of the heading control device (2, 3).

The geometry of the root and end elements of the ending is selected from the conditions of minimizing the moment ΔM _X relative to the longitudinal axis of the aircraft, caused by the deviation of the elements of the device for control in the direction of the heading. Bearing in mind a number of assumptions, it is possible to obtain an approximate formula that determines the ratio of the planned areas of the root and end elements of the heading control device

Where:

S _root , S _conc. - the values of the planned projections of the areas of the root and end elements, respectively;

- величины плеч, от точки приложения дополнительных подъемных сил на отклоненных элементах, соответственно, до плоскости симметрии ЛА.

- the shoulders, from the point of application of additional lifting forces on the deflected elements, respectively, to the plane of symmetry of the aircraft.

With _{W. Corn.} , C _{U. conc} - the values of the coefficients of the lifting force on the deflected elements, respectively.

Thus, when using the invention, heading control is provided using a device installed on the wing console without additional aerodynamic moments of roll and pitch, while the developed device expands the arsenal of technical means for controlling the heading of the aircraft.

Claims (9)

1. The wing console of the aircraft with a heading control device, characterized in that the heading control device is installed in the end part of the console and contains root and end elements made in the form of aerodynamic surfaces, while the first end of the root element is paired with an end section console, made in a plane parallel to the plane of symmetry of the aircraft, and the second with the inner end of the end element and the simultaneous independent rotation of the root evy element relative to the wing console, and the end element relative to the root element. 2. The wing console according to claim 1, in which the rotation of the end and root elements, each relative to its axis of rotation, is provided, 3. The wing console according to claim 2, in which the rotation axes of the end and root elements are optimally positioned relative to the points of application of the resulting aerodynamic forces acting on them, respectively. 4. The wing console according to claim 2, in which the optimal placement is ensured by positioning the root and end elements so that the projections of their rotational axes on the horizontal plane pass through the projections on this plane of the points of application of the resulting aerodynamic forces on the root and end elements, respectively. 5. The wing console according to claim 1 or 2, in which the ability to rotate the end and root elements of the heading control device is provided relative to the axes perpendicular to the end section of the wing console. 6. The wing console according to claim 1, in which the ratio of the planned areas of the root and end elements of the heading control device is determined by the formula:

, where S _root , S _conc . - the magnitude of the planned projections of the areas of the root and end elements, respectively;

,

- the shoulders, from the point of application of additional lifting forces on the deflected elements, respectively, to the plane of symmetry of the aircraft; With _{W. Corn.} , With _{W. Conc.} - the values of the coefficients of the lifting force on the deflected elements, respectively.

Images