阅读说明：本技术 一种增强高超声速飞行器滚控能力的襟翼舵布局 (Wing rudder layout for enhancing roll control capability of hypersonic aircraft ) 是由 刘强 梁建军 赵新强 孙永丰 谢雪明 陈景鹏 于 2020-05-07 设计创作，主要内容包括：一种增强高超声速飞行器滚控能力的襟翼舵布局,是应用在球-锥-柱型轴对称高超声速飞行器上的布局形式,飞行器通过襟翼舵偏转获得控制力矩,从而控制飞行姿态。襟翼舵设计为平板构型,通过舵轴安装于飞行器底部。襟翼舵设计安装角显著提升了飞行器的滚转控制能力,且实现了对飞行器俯仰、偏航和滚转控制效率的有效分配。(A layout of a flap rudder for enhancing the rolling control capability of a hypersonic aircraft is a layout form applied to a spherical-conical-cylindrical axisymmetric hypersonic aircraft, and the aircraft obtains a control moment through deflection of the flap rudder so as to control the flight attitude. The flap rudder is designed to be of a flat plate configuration and is arranged at the bottom of the aircraft through a rudder shaft. The design installation angle of the flap rudder obviously improves the rolling control capability of the aircraft and realizes effective distribution of the pitching, yawing and rolling control efficiency of the aircraft.)

1. The utility model provides a reinforcing hypersonic aircraft rolls flap rudder overall arrangement of accuse ability which characterized in that: an axisymmetric fuselage, a flap rudder; the flap rudder is connected with the bottom of the body machine through a rudder shaft and can rotate around the rudder shaft; each flap rudder has a mounting angle, the flaps are uniformly distributed in the circumferential direction of the non-X shape, and the normal of the control surface does not intersect with the axis of the engine body.

2. The layout of the flap rudder for enhancing the roll control capability of a hypersonic flight vehicle according to claim 1, is characterized in that: the axisymmetric fuselage is in a ball-cone-column configuration, wherein the head is spherical, the front part of the fuselage is a conical section, and the rear part is a cylindrical section; the flap rudder is similar to the trailing edge rudder but without a stabilizer.

3. The layout of the flap rudder for enhancing the roll control capability of a hypersonic flight vehicle according to claim 1, is characterized in that: the mounting position of the flap rudder is close to the edge of the cross section at the bottom of the fuselage, the distances between two lateral edges of the rudder and the edge at the bottom are different, one lateral edge is in contact with the edge, and the other lateral edge is slightly far away from the edge.

4. The layout of the flap rudder for enhancing the roll control capability of a hypersonic flight vehicle according to claim 1, is characterized in that: the number of flap control surfaces is four, and the four control surfaces are distributed in an up-down symmetrical and left-right symmetrical manner. Relative to each otherThe rudder axes of the two flap rudders are parallel; rudder axle angle of two adjacent flapped ruddersWherein the acute angle is

5. the layout of the flap rudder for enhancing the roll control capability of a hypersonic flight vehicle according to claim 1, is characterized in that: the axisymmetric machine body is in a ball-cone-column configuration, the radius of the head part is r, and the length of the cone section is L₁Taper angle of theta and column length of L₂The fuselage generatrix y (x) is given by the formula:

fuselage length L_sThe section radius R of the column section, the radius R of the head part and the cone angle theta are in the following constraint relation:

L_s＝r-rsinθ+L₁+L₂

R＝rcosθ+L₁tanθ₁

6. the layout of the flap rudder for enhancing the rolling control capability of the hypersonic flight vehicle is characterized in that: the flap rudder is in a flat plate shape with a certain thickness, the length of the flap rudder is L, the width of the flap rudder is W, the thickness of the flap rudder is D, the length direction of the flap rudder is vertical to the direction of a rudder shaft, and the width direction of the flap rudder is parallel to the direction of the rudder shaft. Defining the flap rudder mounting angle σ: the connecting line of the central points of the two opposite rudder shafts forms an acute angle with the normal of the rudder surface. Rudder mounting angle having sigmaIncluded angle between rudder shaft and two adjacent flapped rudders

7. the layout of the flap rudder for enhancing the roll control capability of the hypersonic flight vehicle according to the claims 4, 5 and 6, is characterized in that: the length L, width W and thickness D of the flap rudder are constrained by the aircraft control requirements, rudder mounting angle, bottom size and thermal protection requirements:

D＝c₃r

wherein L is_sIs the length of the aircraft body, R is the radius of the bottom surface of the aircraft, n is the number of flapped rudders, S_refAircraft floor area. c. C₁、c₂And c₃Is a coefficient, wherein c₁Usually 0.15, c₂Usually 2.0, c₃Usually between 0.2 and 0.5.

8. The layout of the flap rudder for enhancing the roll control capability of a hypersonic flight vehicle according to claim 1, is characterized in that: the flap rudder deflection method is defined as: the flap rudder is not deflected when being vertical to the bottom cross section of the aircraft body, and is deflected to the outside of the aircraft body to be positive along the direction of the rudder axis and deflected to the inside of the aircraft body to be negative. When controlling the pitch channel_zFour flapped rudders trailing towardsDeflected downward or upward. When controlling the yaw passage_yWhen the trailing edges of the four flapped rudders are deflected to the left or the right. While controlling the roll path_xWhen the trailing edges of the four flapped rudders deflect clockwise or counterclockwise. Rudder deflection angle of pitching channel_zYaw channel rudder deflection angle_yLower rudder deflection angle of rolling channel_xThe mapping relation between the angle of deflection of each control surface is as follows:

_z＝(-₁+₂+₃-₄)/4

_y＝(-₁-₂+₃+₄)/4

_x＝(₁-₂+₃-₄)/4

wherein₁、₂、₃、₄The deflection angles of the flap control surfaces are respectively shown, and subscripts 1, 2, 3 and 4 are serial numbers of the flap control surfaces. When the tail part of the airplane body is seen forwards, the flap control surfaces are defined as a No. 1 rudder, a No. 2 rudder, a No. 3 rudder and a No. 4 rudder from the upper left corner in a counterclockwise sequence.

9. The layout of the flapped rudder for enhancing the roll control capability of a hypersonic flight vehicle according to claims 4, 5, 6 and 7, is characterized in that: the mounting angle sigma of the flap rudder is between 5 and 20 degrees, so that the rolling control capability of the aircraft can be obviously improved, and the control efficiency of pitching, yawing and rolling channels can be effectively adjusted.

Technical Field

The invention is applied to the aerodynamic appearance design of a hypersonic aircraft, and belongs to the field of aerodynamic layout design of hypersonic aircraft.

Background

The hypersonic aerocraft has the characteristics of high speed, strong penetration capability, strong strike timeliness and the like, and becomes the key point of the development of various main military and strong countries in the world. In recent years, with the increasingly mature missile defense technology, new requirements are provided for the maneuvering capability and the rapid risk avoiding capability of a high-speed sound speed aircraft, and novel high-maneuvering hypersonic speed aircraft is actively developed by various countries.

For the hypersonic reentry vehicle of a ball-cone-column type, maneuvering flight is generally realized by installing an air rudder. The air rudder mostly adopts a scheme of a tail wing rudder or a flap wing rudder. The flap rudder has the advantages of small pneumatic interference, low thermal protection pressure, high space utilization rate and the like, and people pay more and more attention to the development of the flap rudder.

Theoretical research shows that when the axisymmetric aircraft adopts the conventional symmetrically-distributed flap rudders, the normal force of the flap control surfaces passes through the axis of the aircraft, so that the flight control of the rolling channel has defects, and the conventional symmetrically-distributed flap control surfaces cannot realize the rolling control of the aircraft.

The invention designs a flap rudder layout capable of enhancing rolling control capacity based on a spherical-conical-cylindrical axially symmetric aircraft, ensures that a control surface can generate enough rolling torque, realizes high-efficiency control of rolling of the aircraft, and further realizes effective distribution of pitching, yawing and rolling control efficiency of the aircraft.

Disclosure of Invention

The technical problem to be solved by the invention is as follows:

a hypersonic aircraft, in particular to a hypersonic aircraft with an axisymmetric configuration, usually adopts a flap type control rudder surface, and the control moment of the flap type control rudder surface is mainly generated by the normal force of the flap type control rudder surface. However, normal force of the flap control surfaces which are axially symmetrically distributed often intersects with or is very close to the axis of the aircraft, and the normal force generated by the control surfaces cannot generate enough rolling torque to the axis of the aircraft, so that the rolling control capability of the aircraft is insufficient.

In order to overcome the defects of the prior art, the invention provides a novel flap rudder layout for enhancing the rolling control capability of an axisymmetric hypersonic flight vehicle. By setting the installation angle of the flap rudder, effective rolling control is realized, and the problem of difficult rolling control of the conventional flap control surface layout of the axisymmetric rotary aircraft is solved.

The technical solution of the invention is as follows:

based on the conventional axisymmetric layout of the flapped rudders, the installation angles are set for the flapped rudders, so that the normal of the control surface deviates from the axis of the elastic body by a certain distance. Because the aerodynamic force generated by the control surface is dominated by the normal force, the normal force of the control surface does not pass through the axis of the aircraft body after the control surface deflects around the control shaft, and therefore, the effective rolling control moment can be generated under the condition that the rolling rudder deflects, and the rolling control of the aircraft is realized. The details are in accordance with the claims.

Compared with the prior art, the gain of the invention is as follows:

(1) due to the design of the installation angle of the flap rudder, the axisymmetric hypersonic aircraft can obtain the rolling control capability, so that the three-channel composite attitude control of the aircraft is realized.

(2) Due to the design of the installation angle of the flap rudder, the roll channel of the axisymmetric hypersonic aircraft is adjusted from critical stability to static stability, the roll stability of the aircraft is improved, and the improvement of the flight quality of the aircraft is facilitated.

(3) The adjustment of the mounting angle of the flap rudder can realize the effective distribution of the pitching, yawing and rolling control efficiency of the aircraft, can help the aircraft to realize greater maneuvering capability and improve the risk avoiding capability of the aircraft.

Drawings

Fig. 1 is a schematic view of the overall layout of a spherical-cone-column hypersonic aircraft flaperon rudder in the invention.

Fig. 2 is a schematic layout of the flap rudder according to the present invention. Wherein fig. 2(a) is a schematic view of a non-rotated layout (non-installation angle layout) of the flap rudders; fig. 2(b) is a schematic view of a flap rudder rotation layout (installation angle σ is 15 °).

Fig. 3 shows the size parameters of the fuselage and the flap rudder of the ball-cone-column super-sonic aircraft according to the invention. Wherein FIG. 3(a) is the aircraft fuselage dimensions; fig. 3(b) is a flap rudder size.

Fig. 4 is a schematic diagram of the generation of the roll moment of the flap rudder in the invention.

FIG. 5 is a diagram of aerodynamic performance of a layout of a flap rudder of a hypersonic flight vehicle according to the present invention. Wherein, fig. 5(a) is a pressure cloud chart of No. 2 rudder and No. 3 rudder of the flap rudder rolling rudder; FIG. 5(b) is a curve showing the variation of the roll control moment coefficient of the flap rudder with the installation angle at different flight attack angles; FIG. 5(c) is a graph of control efficiency for the flap rudder layout pitch, yaw, and roll channels at different mounting angles.

Detailed Description

Aiming at an axisymmetric hypersonic aerocraft with a ball-cone-column configuration, the invention provides a novel flap control surface layout shape. The layout has the characteristics of small pneumatic interference, low thermal protection pressure, high space utilization rate and the like, and can realize effective control of three channels, particularly a rolling channel. The aircraft is characterized in that: a ball-cone-cylindrical axisymmetric fuselage; a flat plate-shaped flap rudder at the bottom of the machine body; the flap rudder is connected with the bottom of the machine body through a rudder shaft, and the distances between the two side edges of the flap rudder and the edge of the bottom of the machine body are different and have installation angles. The outline schematic diagram is shown in figure 1. The specific implementation mode is as follows:

firstly, designing the shape of a ball-cone-column axisymmetric fuselage. Through the adjustment of the length of the conical section, the conical angle and the length of the column section, the stability and the maneuverability of the axisymmetric aircraft at the hypersonic speed are considered. Ball-cone-column fuselage length L_sThe radius of the head is r, and the length of the conical section is L₁Taper angle of theta and column length of L₂Thus, the fuselage generatrix y (x) can be obtained by:

wherein the length L of the fuselage_sThe section radius R of the column section, the radius R of the head part and the cone angle theta are in the following constraint relation:

L_s＝r-r sin θ+L₁+L₂

R＝r cos θ+L₁tan θ₁

on the basis of the spherical-conical-cylindrical axisymmetric fuselage, four flaps are designed at the bottom of the fuselage. The single flap control surface is designed into a flat cuboid, the length of the flat cuboid is L, the width of the flat cuboid is W, and the thickness of the flat cuboid is D. The length L, width W and thickness D of the flap control surface are constrained by the control capability, the bottom radius R, the head radius R and other dimensional parameters. The main constraints are as follows:

D＝c₃r

wherein L is_sIs the length of the aircraft body, R is the radius of the bottom surface of the aircraft, n is the number of flapped rudders, S_refAircraft floor area. c. C₁、c₂And c₃Is a coefficient, wherein c₁Usually 0.15, c₂Usually 2.0, c₃Usually between 0.2 and 0.5.

The flap rudder is arranged at the bottom of the aircraft body and is connected through a rudder shaft. First, the flaps and rudders are symmetrically distributed in the circumferential direction, and the lateral edges of the flaps and the rudders are all in contact with the outer edge of the bottom surface of the machine body, as shown in fig. 2 (a). Then, the side edge of each flap control surface close to the outer side of the fuselage in the Z direction is taken as a rotating shaft, and each flap control surface rotates around the side edge of the flap control surface to the inner side of the fuselage by a certain angle to form a mounting angle sigma, as shown in fig. 2 (b). After the four rudders rotate, the distances between two side edges and the bottom edge are different, wherein one side edge is in contact with the edge, and the other side edge is slightly far away from the edge.

The four rudders after rotation still keep up-and-down symmetry, bilateral symmetry distribution. The rudder axes of two opposite flap rudders in the four rudders are parallel; rudder axle angle of two adjacent flapped rudders

Wherein the acute angle isObtuse angle is The rudder installation angle has an included angle between sigma and two flap rudder shafts

The relationship of (a) to (b) is as follows:

after the flap rudder rotates, the normal direction of the surface of the flap rudder deviates from the axis of the missile body, and the layout of the flap rudder can obtain effective roll control torque.

The aircraft obtains the maneuvering capability under hypersonic speed through the deflection of the flap control surface. The deflection method of the flap rudder is defined as: the flap rudder is not deflected when being vertical to the bottom cross section of the aircraft body, and is deflected to the outer side of the aircraft body to be positive along the direction of the rudder axis and deflected to the inner side of the aircraft body to be negative. When controlling the pitch channel_zWhen the rear edges of the four flapped rudders deflect downwards or upwards. When controlling the yaw passage_yWhen the trailing edges of the four flapped rudders are deflected to the left or the right. While controlling the roll path_xWhen the trailing edges of the four flapped rudders deflect clockwise or counterclockwise. Rudder deflection angle of pitching channel_zRudder deflection angle of deflection channel_yLower rudder deflection angle of rolling channel_xThe mapping relation between the angle of deflection of each control surface is as follows:

_z＝(-₁+₂+₃-₄)/4

_y＝(-₁-₂+₃+₄)/4

_x＝(₁-₂+₃-₄)/4

the deflection angle of each control surface under the given channel rudder is as follows:

₁＝-_z-_y+_x

₂＝_z-_y-_x

₃＝_z+_y+_x

₄＝-_z+_y-_x

wherein₁、₂、₃、₄The deflection angles of the flap control surfaces are respectively shown, and subscripts 1, 2, 3 and 4 are serial numbers of the flap control surfaces. From the fuselageThe flap control surface is defined as No. 1 rudder, No. 2 rudder, No. 3 rudder and No. 4 rudder from the upper left corner in a counterclockwise sequence when the tail part is seen forwards, as shown in FIG. 2a and FIG. 2 b.

Taking the length L of the axially symmetric body as 1000mm as an example, the radius r of the head of the body is 30mm, and the cone angle is about theta₁15.6 degrees, the length L1 of the taper section is 835.1mm, and the length L of the column section is 835.1mm₂143mm, the base radius R may be according to the formula R cos θ₁+L₁tan θ₁+L₂tan θ₂The calculation results in that R is 524mm, as shown in figure 3(a), the flap control surface is designed into a flat cuboid, the size of which is restricted by the control capacity of the aircraft, the radius of the bottom surface R, the radius of the head R and the like, and the size of the flap control surface is designed into 140mm × 140mm, 140mm × 14mm, as shown in figure 3 (b).

The installation angle sigma is formed by the rotation of each control surface around the self lateral edge shaft, the rotation angle sigma is set to be 15 degrees at present, at the moment, two opposite flap rudder control shafts in four rudders are still parallel, but the included angles of the control shafts of two adjacent flap rudders

Are respectively as

The normal direction of each flap control surface deviates from the axis, the deviation distance is d, and the normal force F of the flap rudder under the condition of rolling the rudder can generate rolling moment on the axis of the airplane body, so that the rolling control is realized, as shown in figure 4.

The pneumatic performance evaluation of the layout of fig. 1 was performed by computational fluid dynamics to test the practical effects of the present invention. Fig. 5(a) shows the pressure distribution of the aircraft flap rudder under the deviation of the rolling rudder, and the calculated state is the high-altitude high-speed state when the aircraft is re-introduced. Fig. 5(a) shows that the pressure of the windward side of the left lower flap rudder (rudder No. 2) is much greater than that of the right lower side (rudder No. 3), and the two rudders generate a relatively obvious normal force difference, so that a significant roll control moment is formed. Fig. 5(b) is a curve of the variation of the roll control torque coefficient of the flap rudder along with the installation angle in different flight attack angle states, which shows that after the flap rudder is provided with the installation angle, the roll rudder deflection under each attack angle can generate a relatively significant roll torque, and the larger the attack angle is, the larger the roll torque value is. The installation angle sigma is within 25 degrees, the larger the installation angle is, the higher the roll torque coefficient is, and the stronger the rolling control capability of the aircraft is. Fig. 5(c) is a control efficiency relation curve of pitch, yaw and roll channels of the layout of the flap rudders with different installation angles, and shows that the effects of pitch and roll are enhanced but the yaw control effect is reduced after the flap rudders are provided with the installation angles sigma. The yaw rudder effect is halved after the installation angle sigma is 20 degrees. The mounting angle sigma of the flap rudder is generally 5-20 degrees, so that the pitching, yawing and rolling control efficiency can be effectively adjusted, and the aircraft is helped to realize higher maneuvering capability.

The invention is not described in detail and is within the knowledge of a person skilled in the art.