阅读说明：本技术 一种多功能气动舵面精准控制飞行器轨迹的方法 (Method for accurately controlling aircraft track through multifunctional pneumatic control surface ) 是由 蒋彬 张琼 于 2021-10-26 设计创作，主要内容包括：本发明公开了一种多功能气动舵面精准控制飞行器轨迹的方法,所述方法为：舵面通过偏转改变推进系统后方气流流场,产生矢量力,通过偏转产生舵面气动效应,产生舵面传递到飞行器机体的力与力矩；位于升力推进系统后方气流流场中有多个多功能气动舵面升力推进系统可是开放式螺旋桨,喷气式发动机,或涵道风扇。飞行器悬停状态下,位于升力推进系统后方气流流场中的气动舵面,左右机翼各自前后单向偏动,形成围绕机体垂直轴向的偏航力矩,提供主要航向控制。该多功能气动舵面精准控制飞行器轨迹的方法,替代了原有多轴旋翼垂直起降飞行器,复合多轴旋翼飞行器以及倾转旋翼,倾转机翼,倾转涵道,倾转机身垂直起降飞行器的四个轴向的控制方法。(The invention discloses a method for accurately controlling the track of an aircraft by a multifunctional pneumatic control surface, which comprises the following steps: the control surface changes the airflow field behind the propulsion system through deflection to generate vector force, and the aerodynamic effect of the control surface is generated through deflection to generate force and moment transmitted to the aircraft body by the control surface; the lift propulsion system with a plurality of multifunctional pneumatic control surfaces, which is positioned in the airflow field behind the lift propulsion system, can be an open propeller, a jet engine or a ducted fan. In the hovering state of the aircraft, the left wing and the right wing of the aerodynamic control surface positioned in the airflow field behind the lift propulsion system respectively perform unidirectional offset forward and backward to form yawing moment around the vertical axial direction of the aircraft body, so that main course control is provided. The method for accurately controlling the track of the aircraft by the multifunctional pneumatic control surface replaces the original multi-axis rotor wing VTOL aircraft, the composite multi-axis rotor wing aircraft and the tilting rotor wing, the tilting duct and four axial control methods of the tilting fuselage VTOL aircraft.)

1. A method for accurately controlling the track of an aircraft by a multifunctional pneumatic control surface is characterized by comprising the following steps: the method comprises the following steps: the control surface changes the airflow field behind the propulsion system through deflection to generate vector force, and the aerodynamic effect of the control surface is generated through deflection to generate force and moment transmitted to the aircraft body by the control surface;

the lift propulsion system with a plurality of multifunctional pneumatic control surfaces, which is positioned in the airflow field behind the lift propulsion system, can be an open propeller, a jet engine or a ducted fan.

2. The method for accurately controlling the track of the aircraft by the multifunctional aerodynamic control surface according to claim 1, is characterized in that: in the hovering state of the aircraft, the left wing and the right wing of the aerodynamic control surface positioned in the airflow field behind the lift propulsion system respectively perform unidirectional offset forward and backward to form yawing moment around the vertical axial direction of the aircraft body, so that main course control is provided.

3. The method for accurately controlling the track of the aircraft by the multifunctional aerodynamic control surface according to claim 1, is characterized in that: in the hovering state of the aircraft, the aerodynamic control surfaces in the airflow field behind the lift propulsion system deflect towards one direction together, so that front and rear vector thrust is provided, and front and rear axial track control is provided.

4. The method for accurately controlling the track of the aircraft by the multifunctional aerodynamic control surface according to claim 1, is characterized in that: when the aircraft is in a hovering state, the upper and lower control surfaces of the aerodynamic control surface positioned in the airflow field behind the lift propulsion system are closed or opened, the nozzle area is controlled, airflow is disturbed, and therefore the thrust generated by a single propulsion system is influenced.

5. The method for accurately controlling the track of the aircraft by the multifunctional aerodynamic control surface according to claim 4, is characterized in that: under the hovering state of the aircraft, the aerodynamic control surface in the airflow field behind the lift propulsion system cooperatively or independently acts to adjust the vertical thrust of the aircraft, generate the difference between the total thrust and the total weight and provide the main vertical axial control of the aircraft;

under the hovering state of the aircraft, the pneumatic control surfaces positioned at two side ends of the center of gravity of the aircraft body act cooperatively or independently to form left-right asymmetric vertical thrust of the aircraft, generate rolling torque and provide main rolling shaft control of the aircraft;

under the hovering state of the aircraft, the aerodynamic control surfaces positioned at the front end and the rear end of the gravity center of the aircraft body act cooperatively or independently to form front-rear asymmetric vertical thrust of the aircraft, generate pitching moment and provide main pitching axis control of the aircraft.

6. The method for accurately controlling the track of the aircraft by the multifunctional aerodynamic control surface according to claim 1, is characterized in that: under the tilting and level flying states of the aircraft, the pneumatic control surfaces positioned at the front end and the rear end of the gravity center of the aircraft body perform cooperative or independent deflection actuation to generate a lift difference before and after the gravity center, so that a pitching moment is generated, and the control of a pitching shaft of the aircraft is provided.

7. The method for accurately controlling the track of the aircraft by the multifunctional aerodynamic control surface according to claim 1, is characterized in that: under the tilting and level flying states of the aircraft, the pneumatic control surfaces positioned at the left and right of the center of gravity of the aircraft body perform cooperative or independent deflection actuation to generate a lift difference around the left and right of the center of gravity, so that a rolling torque is generated, and the control of a rolling shaft of the aircraft is provided.

8. The method for accurately controlling the track of the aircraft by the multifunctional aerodynamic control surface according to claim 1, is characterized in that: under the tilting and flat flying states of the aircraft, the pneumatic control surfaces positioned at the left and right of the gravity center of the aircraft body are opened and contracted to actuate in a coordinated or independent manner, so that a resistance difference around the left and right of the gravity center is generated, a yawing moment is generated, and the course control of the aircraft is provided.

9. The method for accurately controlling the track of the aircraft by the multifunctional aerodynamic control surface according to claim 1, is characterized in that: under the tilting and flat flying states of the aircraft, the aerodynamic control surfaces positioned on the left and right of the center of gravity of the aircraft body are opened and contracted to act in a coordinated or independent way, the generated total resistance and the thrust are increased and decreased, and the acceleration and deceleration are generated, so that the speed control of the aircraft is provided.

Technical Field

The invention relates to the technical field of controlling an aircraft track by a pneumatic control surface, in particular to a method for accurately controlling the aircraft track by a multifunctional pneumatic control surface.

Background

In a vertical hovering state, a traditional multi-axis vertical take-off and landing aircraft (comprising a composite multi-axis lift force and the traditional aircraft) usually adopts the control of the torque difference of lift propellers to the navigation direction, the thrust difference of the propellers before and after the center of gravity of a fuselage is used for controlling the front and rear movement tracks, the thrust difference of the propellers around the center of gravity of the fuselage is used for controlling the left and right movement tracks, and the integral thrust of the lift propellers is used for controlling the rising and falling tracks of a height axis. Meanwhile, the ailerons and spoilers, elevators, rudders, and propeller of the traditional aircraft are used to control the rolling direction, pitch axis, course axis, and flying speed in the flat flying state,

in the application of a large multi-axis aircraft, as the rotational inertia of a fuselage increases (the rotational inertia increases with the square of the weight), a larger current is needed to ensure the control precision and response of a propeller in a hovering state, two sets of control distribution methods are independent in a hovering mode and a flat flying mode, and the channel of an aircraft control device and the weight of the aircraft are increased, so that a method for accurately controlling the track of the aircraft by using a multifunctional pneumatic control surface is provided, and the problems provided in the above are solved.

Disclosure of Invention

The invention aims to provide a method for accurately controlling an aircraft track by using a multifunctional pneumatic control surface, and the method is used for solving the problems that the method for controlling the aircraft track provided by the background art needs larger current to ensure the control accuracy and response of a propeller in a hovering state along with the increase of the rotational inertia of a fuselage (the rotational inertia increases along with the square of weight), and two sets of control distribution methods are mutually independent in a hovering and flat flying mode, so that the channel of an aircraft control device and the weight of the aircraft are increased.

In order to achieve the purpose, the invention provides the following technical scheme: a method for accurately controlling the track of an aircraft by using a multifunctional aerodynamic control surface comprises the following steps: the control surface changes the airflow field behind the propulsion system through deflection to generate vector force, and the aerodynamic effect of the control surface is generated through deflection to generate force and moment transmitted to the aircraft body by the control surface;

the lift propulsion system with a plurality of multifunctional pneumatic control surfaces, which is positioned in the airflow field behind the lift propulsion system, can be an open propeller, a jet engine or a ducted fan.

Preferably, the aerodynamic control surface and the left and right wings in the airflow field behind the lift propulsion system are biased in a front-back one-way mode respectively to form a yawing moment around the vertical axial direction of the aircraft body and provide main course control in the hovering state of the aircraft.

Preferably, in the hovering state of the aircraft, the aerodynamic control surfaces in the airflow field behind the lift propulsion system deflect towards one direction together, so that the front-rear vector thrust is provided, and the front-rear axial trajectory control is provided.

Preferably, in the hovering state of the aircraft, the upper and lower control surfaces of the aerodynamic control surface in the airflow field behind the lift propulsion system are closed or opened to control the nozzle area and interfere with the airflow, so that the thrust generated by a single propulsion system is influenced.

Preferably, under the hovering state of the aircraft, the aerodynamic control surface positioned in the airflow field behind the lift propulsion system cooperates or independently acts to adjust the vertical thrust of the aircraft, so as to generate the difference between the total thrust and the total weight and provide the main vertical axial control of the aircraft;

under the hovering state of the aircraft, the pneumatic control surfaces positioned at two side ends of the center of gravity of the aircraft body act cooperatively or independently to form left-right asymmetric vertical thrust of the aircraft, generate rolling torque and provide main rolling shaft control of the aircraft;

under the hovering state of the aircraft, the aerodynamic control surfaces positioned at the front end and the rear end of the gravity center of the aircraft body act cooperatively or independently to form front-rear asymmetric vertical thrust of the aircraft, generate pitching moment and provide main pitching axis control of the aircraft.

Preferably, in the tilting and flat flying states of the aircraft, the aerodynamic control surfaces positioned at the front end and the rear end of the center of gravity of the aircraft body are cooperatively or independently deflected to generate a lift difference between the front end and the rear end of the center of gravity, so that a pitching moment is generated, and the control of a pitching axis of the aircraft is provided.

Preferably, in the tilting and level flight states of the aircraft, the aerodynamic control surfaces positioned at the left and right of the center of gravity of the aircraft body are cooperatively or independently deflected to generate a lift difference around the left and right of the center of gravity, so that a rolling torque is generated, and the control of a rolling axis of the aircraft is provided.

Preferably, in the tilting and flat flying states of the aircraft, the aerodynamic control surfaces positioned at the left and right sides of the center of gravity of the aircraft body are cooperatively or independently opened and contracted to generate resistance difference around the left and right sides of the center of gravity, so that yaw moment is generated, and the heading control of the aircraft is provided.

Preferably, in the tilting and flat flying states of the aircraft, the aerodynamic control surfaces positioned at the left and right sides of the center of gravity of the aircraft body are cooperatively or independently opened and contracted up and down to generate total resistance and increase and decrease of thrust, so that acceleration and deceleration are generated, and the speed control of the aircraft is provided.

Compared with the prior art, the invention has the beneficial effects that: the method for accurately controlling the track of the aircraft by the multifunctional pneumatic control surface completely replaces four axial (vertical, longitudinal, transverse and course) control methods of an original multi-axis rotor wing VTOL aircraft, a composite multi-axis rotor wing aircraft, a tilting rotor wing, a tilting duct and a tilting fuselage VTOL aircraft. All trajectories and attitudes of the aircraft are controlled during hover directly by the vectors generated by the aerodynamic control surfaces interfering with the flow field of the airflow behind the propulsion system (propeller, or ducted fan). This solution gives the same weight aircraft a higher frequency or more agile control than the traditional multi-axis aircraft (using thrust and torque differential) control. The invention uses the same pneumatic control surface to complete the control of the aircraft in the stages of level flight and hovering transition to level flight, endows the pneumatic control surface with a plurality of functions, saves the weight of the aircraft and reduces the structural complexity of the aircraft.

Drawings

FIG. 1 is a schematic view of a connection structure of a propulsion system and an aerodynamic control surface according to the present invention;

FIG. 2 is a schematic view of the main course control of the present invention;

FIG. 3 is a front and rear axial trajectory control schematic of the present invention;

FIG. 4 is a schematic view of the closing or opening of the upper and lower rudder surfaces according to the present invention;

FIG. 5 is a schematic view of the principal vertical axis control of the present invention;

FIG. 6 is a schematic view of the pitch axis control of the present invention;

FIG. 7 is a schematic view of roll axis control according to the present invention;

FIG. 8 is a schematic view of the heading control of the present invention;

FIG. 9 is a schematic diagram of the speed control of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1-9, the present invention provides the following technical solutions: a method for accurately controlling the trajectory of an aircraft by using multifunctional aerodynamic control surfaces, as shown in fig. 1, wherein a plurality of aerodynamic control surfaces are arranged in an airflow field behind a lift propulsion system. These control surfaces change the airflow field behind the propulsion system through deflection, generating vector forces. And generating a control surface aerodynamic effect through deflection, and generating force and moment transmitted to an aircraft body by the control surface. The lift propulsion system may be an open propeller, a jet engine, or a ducted fan.

Specifically, as shown in fig. 2, in the hovering state of the aircraft, the left and right wings of the aerodynamic control surface in the airflow field behind the lift propulsion system are biased in a forward and backward direction, respectively, to form a yawing moment around the vertical axis of the aircraft body, so as to provide main heading control.

Specifically, as shown in fig. 3, in the hovering state of the aircraft, the aerodynamic control surfaces in the airflow field behind the lift propulsion system are biased towards one direction together, so as to provide forward and backward vector thrust and provide forward and backward axial trajectory control.

Specifically, as shown in fig. 4, in the hovering state of the aircraft, the upper and lower control surfaces of the aerodynamic control surface located in the airflow field behind the lift propulsion system are closed or opened to control the nozzle area and interfere with the airflow, so that the thrust generated by a single propulsion system is influenced.

Specifically, as shown in fig. 5, in the hovering state of the aircraft, the aerodynamic control surface located in the airflow field behind the lift propulsion system, acting in cooperation or independently, adjusts the vertical thrust of the aircraft, generates a difference between the total thrust and the total weight, and provides the main vertical axial control of the aircraft;

under the hovering state of the aircraft, the pneumatic control surfaces positioned at two side ends of the center of gravity of the aircraft body act cooperatively or independently to form left-right asymmetric vertical thrust of the aircraft, generate rolling torque and provide main rolling shaft control of the aircraft;

under the hovering state of the aircraft, the aerodynamic control surfaces positioned at the front end and the rear end of the gravity center of the aircraft body act cooperatively or independently to form front-rear asymmetric vertical thrust of the aircraft, generate pitching moment and provide main pitching axis control of the aircraft.

Specifically, as shown in fig. 6, in the tilting and level flight states of the aircraft, the aerodynamic control surfaces located at the front and rear ends of the center of gravity of the fuselage are cooperatively or independently deflected to generate a lift difference in front of and behind the center of gravity, so as to generate a pitching moment and provide the control of the pitching axis of the aircraft.

Specifically, as shown in fig. 7, in the tilting and level flight states of the aircraft, the aerodynamic control surfaces located at the left and right of the center of gravity of the fuselage are cooperatively or independently deflected to generate a lift difference around the left and right of the center of gravity, so as to generate a rolling torque and provide control of the rolling axis of the aircraft.

Specifically, as shown in fig. 8, in the tilting and level flight states of the aircraft, the aerodynamic control surfaces located at the left and right sides of the center of gravity of the fuselage are opened and contracted cooperatively or independently to generate a resistance difference around the left and right sides of the center of gravity, so as to generate a yawing moment and provide a heading control of the aircraft.

Specifically, as shown in fig. 9, in the tilting and flat flying states of the aircraft, the aerodynamic control surfaces located at the left and right of the center of gravity of the fuselage cooperate or independently perform up-and-down expansion and contraction actions to generate total resistance and increase and decrease of thrust, so as to generate acceleration and deceleration, thereby providing speed control of the aircraft.

The technical scheme is suitable for the vertical take-off and landing aircraft which is provided with an open propeller or a ducted fan and is of a composite type (lift force + propulsion), or the vertical take-off and landing aircraft with a tilting fuselage, a tilting wing or a tilting ducted fan.

The invention provides a control distribution scheme for a ducted and open propeller type propulsion system aircraft, which is universal for a set of control surfaces in hovering, tilting and flat flying modes. The yaw rate and control bandwidth of the control surfaces is higher than that of conventional propeller propulsion and does not decrease with the overall weight of the aircraft propulsion system and aircraft.

This scheme relies on a set of a plurality of multi-functional pneumatic control rudder faces, hovering, verts to and under the level state of flying, provide 4 ascending accurate control of axial.

The above description is only a preferred embodiment of the present application and is not intended to limit the present application, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.

The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present application, and all the changes or substitutions should be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.