阅读说明：本技术 一种尾坐飞机垂直起降控制方法 (Vertical take-off and landing control method for tail-seated airplane ) 是由 戴旭平 卢恩巍 张璇 秦叶 王丹 于 2020-12-28 设计创作，主要内容包括：本申请属于飞行器设计技术领域,特别涉及一种尾坐飞机垂直起降控制方法。所述方法包括步骤S1、获取设置在机翼两个板面上的传感器的静压差值；步骤S2、根据所述静压差值确定飞机机翼所受的突风的前后方向；步骤S3、根据设置在机翼翼尖的多个传感器确定飞机机翼所受的突风的左右方向,确定机翼与突风的夹角；步骤S4、在所述尾坐飞机的垂直起飞过程中,产生使机翼与突风夹角减小的方向进行偏转的偏转力矩,控制机翼偏转。本申请减小了突风干扰气动力,减小了起降状态飞控系统外部扰动,提高了尾坐飞机垂直起降轨迹和姿态控制精度。(The application belongs to the technical field of aircraft design, and particularly relates to a vertical take-off and landing control method for a tail-seated aircraft. The method comprises the steps of S1, acquiring static pressure difference values of sensors arranged on two plate surfaces of the wing; step S2, determining the front and back directions of the gust borne by the aircraft wing according to the static pressure difference value; step S3, determining the left and right directions of the gust suffered by the wings of the airplane according to a plurality of sensors arranged at the wingtips of the wings, and determining the included angle between the wings and the gust; and step S4, in the vertical takeoff process of the tail seated airplane, generating a deflection moment which deflects the wings in the direction of reducing the included angle between the wings and the gust wind, and controlling the wings to deflect. According to the method and the device, the gust disturbance aerodynamic force is reduced, the external disturbance of the take-off and landing state flight control system is reduced, and the vertical take-off and landing track and the attitude control precision of the tail-seated aircraft are improved.)

1. A vertical take-off and landing control method for a tail-seated aircraft is characterized by comprising the following steps:

step S1, acquiring static pressure difference values of sensors arranged on two plate surfaces of the wing;

step S2, determining the front and back directions of the gust borne by the aircraft wing according to the static pressure difference value;

step S3, determining the left and right directions of the gust suffered by the wings of the airplane according to a plurality of sensors arranged at the wingtips of the wings, and determining the included angle between the wings and the gust;

and step S4, in the vertical takeoff process of the tail seated airplane, generating a deflection moment which deflects the wings in the direction of reducing the included angle between the wings and the gust wind, and controlling the wings to deflect.

2. The method for controlling vertical take-off and landing of a tailgating aircraft as claimed in claim 1, wherein in step S1, the front and rear panels of the wings on both sides of the aircraft are provided with static pressure sensors, and the two static pressure sensors on the front and rear panels of the wings on the same side are connected to a differential pressure sensor.

3. The method for controlling vertical take-off and landing of a tailrace aircraft according to claim 2, wherein step S4 is preceded by generating a yawing moment when the static pressure difference obtained by the two differential pressure sensors is greater than a set value.

4. The method for controlling vertical take-off and landing of a tailrace aircraft according to claim 3, wherein the set value is 50 Pa.

5. The method for controlling vertical take-off and landing of a tailgating as claimed in claim 1, wherein in step S3, four static pressure sensors are disposed at the wingtip of each wing, and when the airplane is in vertical take-off and landing, the four static pressure sensors are disposed in four directions, front, rear, left, and right, respectively, of the same horizontal plane of the wingtip.

6. The method for controlling vertical take-off and landing of a tailrace aircraft according to claim 5, wherein four static pressure sensors are fixed at the wing tips of the wings through a pressure detection rod, the pressure detection rod is provided with static pressure holes in four directions, namely front, back, left and right, and each static pressure hole passes through the static pressure sensor inside the static pressure pipe connector.

7. The method for controlling vertical take-off and landing of a tailrace aircraft as claimed in claim 1, wherein the generating a yawing moment in step S4 includes:

the deflection of the trailing edges of the elevon on the left and right sides of the aircraft in the front-rear direction is controlled to generate a deflection moment which enables the left wing and the right wing to move in opposite directions.

8. The method for controlling vertical take-off and landing of a tailrace aircraft as claimed in claim 1, wherein the generating a yawing moment in step S4 includes:

the left and right deflection of the rudder on the front and rear vertical tails of the airplane is controlled to generate deflection torque which enables the left wing and the right wing to move in opposite directions.

9. The method for controlling vertical takeoff and landing of a tailrace aircraft as claimed in claim 1, wherein the vertical takeoff process of the tailrace aircraft in step S4 includes a climbing process from the ground to the air with a height difference of 200 times the length of the fuselage, or a reverse landing process.

Technical Field

The application belongs to the technical field of aircraft design, and particularly relates to a vertical take-off and landing control method for a tail-seated aircraft.

Background

The tail seated airplane is an airplane capable of vertically taking off and landing, in the vertical taking off and landing process, the tail part of the airplane body is in a seated state, the wings and the airplane body are in a vertical state in the vertical taking off and landing stage of the tail seated airplane, and the pull force/thrust of an engine is upward at the moment to balance the gravity of the airplane; in the level flight cruise stage, the lifting force of the wings balances the gravity of the airplane, and the pulling force/the pushing force of the engine balances the resistance of the airplane. The plane has the advantages of vertical starting of the helicopter and high-speed and high-efficiency cruising of the fixed-wing plane. Meanwhile, in the vertical take-off and landing stage, because the wing is in a vertical state, the unsteady disturbance gust (particularly the gust vertical to the plane of the wing) generates large unsteady wind disturbance aerodynamic force on the wing. Firstly, the unsteady wind disturbance force is unfavorable for accurate control of the take-off and landing track and the attitude, so that the design difficulty of the flight control system is greatly increased; secondly, in order to resist horizontal wind disturbance aerodynamic force, extra pulling force needs to be generated through the engine, and the power requirement of the takeoff engine is increased. Due to the reasons, the vertical take-off and landing anti-gust capability of the tail-seated airplane is low, so that the tail-seated airplane is difficult to take off and land under the condition of strong gust, and the popularization and the use of the tail-seated airplane are greatly limited. The method reduces the gust disturbance aerodynamic force in the vertical take-off and landing stage, improves the anti-gust capability of the vertical take-off and landing of the airplane, and is one of the problems to be solved urgently in popularization and use of the airplane.

Disclosure of Invention

In the vertical take-off and landing stage of the tail-seated airplane, wings are main source components of wind disturbance aerodynamic force. The invention provides a control method for reducing vertical take-off and landing gust interference of a tail seated airplane, aiming at reducing the wind interference power of the gust on wings of the tail seated airplane in the vertical take-off and landing stage and improving the vertical take-off and landing wind resistance of the airplane.

The application discloses a vertical take-off and landing control method of a tail-seated aircraft, which mainly comprises the following steps:

step S1, acquiring static pressure difference values of sensors arranged on two plate surfaces of the wing;

step S2, determining the front and back directions of the gust borne by the aircraft wing according to the static pressure difference value;

step S3, determining the left and right directions of the gust suffered by the wings of the airplane according to a plurality of sensors arranged at the wingtips of the wings, and determining the included angle between the wings and the gust;

and step S4, in the vertical takeoff process of the tail seated airplane, generating a deflection moment which deflects the wings in the direction of reducing the included angle between the wings and the gust wind, and controlling the wings to deflect.

Preferably, in step S1, static pressure sensors are disposed on the front and rear panels of the wings on both sides of the aircraft, and both static pressure sensors on the front and rear panels of the wing on the same side are connected to a differential pressure sensor.

Preferably, step S4 is preceded by generating a yawing moment when the static pressure difference obtained by the two differential pressure sensors is greater than a set value.

Preferably, the set value is 50 Pa.

Preferably, in step S3, four static pressure sensors are provided at the wing tip of each wing, and when the aircraft is in vertical take-off and landing, the four static pressure sensors are respectively provided in the front, rear, left and right directions of the same horizontal plane of the wing tip.

Preferably, the four static pressure sensors are fixed at the wing tips of the wing through a pressure detection rod, the pressure detection rod is provided with static pressure holes in four directions, namely front, back, left and right, and each static pressure hole passes through the static pressure sensor inside the static pressure pipe connector.

Preferably, the generating of the yawing moment in step S4 includes:

the deflection of the trailing edges of the elevon on the left and right sides of the aircraft in the front-rear direction is controlled to generate a deflection moment which enables the left wing and the right wing to move in opposite directions.

Preferably, the generating of the yawing moment in step S4 includes:

the left and right deflection of the rudder on the front and rear vertical tails of the airplane is controlled to generate deflection torque which enables the left wing and the right wing to move in opposite directions.

Preferably, in step S4, the vertical takeoff process of the tailgating aircraft includes a climbing process from the ground to the air with a height difference of 200 times the length of the fuselage, or a reverse landing process.

The vertical take-off and landing control method of the tail seat airplane can reduce the gust interference in the vertical take-off and landing process of the tail seat airplane, and has the following beneficial effects:

1. the aerodynamic force of gust interference is reduced, and the vertical take-off and landing track and the attitude control precision of the tail-seated airplane are improved.

In a vertical take-off and landing state, the horizontal wind disturbance power in any direction is random system external disturbance for a flight control system. The larger the wind disturbance force is, the lower the vertical take-off and landing trajectory and the control accuracy are. Compared with a tail seated airplane with a symmetrical wing structure, the tail seated airplane with the symmetrical wing structure adopts the asymmetrical wing structure technology, can reduce the aerodynamic force of gust interference, reduce the external disturbance of a take-off and landing state flight control system, and improve the vertical take-off and landing track and the attitude control precision of the tail seated airplane.

2. The wind disturbance aerodynamic force is reduced, and the extra power of the engine consumed for resisting the wind disturbance aerodynamic force is reduced.

In a vertical take-off and landing state, aerodynamic force generated by horizontal wind disturbance needs to change the push/pull direction of an engine by deflecting a control surface or adjusting the attitude of an airplane to generate equal force and opposite force to balance the force. The greater the wind disturbance force, the more tension is lost to balance the wind disturbance force, and the greater the engine power consumed. Compared with a tail seat airplane with symmetrical wings, the airplane with the asymmetrical wings reduces the power of an engine consumed for resisting wind disturbance aerodynamic force by adopting the technology of asymmetrical wings.

Drawings

FIG. 1 is a front view of a tailgating aircraft in the vertical take-off and landing control method of the tailgating aircraft.

FIG. 2 is a side view of the tailgating aircraft of the embodiment of FIG. 1 of the present application.

FIG. 3 is a top view of the tailgating aircraft of the embodiment of FIG. 1 of the present application.

FIG. 4 is an enlarged view of the embodiment of the present application shown in FIG. 3 at C on the left side of the wing.

Fig. 5 is an enlarged schematic view of the embodiment of the present application shown in fig. 3 at D on the left wing.

FIG. 6 is an enlarged view of section A-A of the embodiment of FIG. 1 of the present application.

FIG. 7 is an enlarged view of the section B-B of the embodiment shown in FIG. 1 of the present application.

Fig. 8 is a schematic diagram of a left forward gust according to the embodiment of fig. 1 of the present application.

FIG. 9 is a schematic diagram of a right front gust according to the embodiment of FIG. 1 of the present application.

Fig. 10 is a schematic view of a left rear gust according to the embodiment of fig. 1 of the present application.

FIG. 11 is a schematic diagram of a right rear gust according to the embodiment of FIG. 1 of the present application.

FIG. 12 is a schematic view of the wing of the embodiment of FIG. 1 of the present application defining an angle α with the gust.

FIG. 13 is a schematic view of the control surface steering for reducing the angle between the left forward gust and the wing according to the present application.

FIG. 14 is a schematic view of the flow of the present application after the angle between the wing and the gust is reduced to within the control threshold.

FIG. 15 is a plot of absolute gust aerodynamic force reduction for the gust wing angle of the present application decreasing from 45 to 0.

FIG. 16 is a plot of the reduction in the angle of the wing at a gust of the present application from 45 to 0 versus the absolute gust aerodynamic reduction.

Detailed Description

In order to make the implementation objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the accompanying drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all embodiments of the present application. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application, and should not be construed as limiting the present application. All other embodiments obtained by a person of ordinary skill in the art without any inventive work based on the embodiments in the present application are within the scope of protection of the present application. Embodiments of the present application will be described in detail below with reference to the drawings.

In the vertical take-off and landing stage of the tail-seated aircraft, wings and a fuselage are in a vertical state. Horizontal wind generates large disturbance aerodynamic force on the wings, which is not beneficial to take-off and landing track and attitude control. The pressure sensors are arranged on the wings to identify the gust direction, firstly identify the front and back directions of the gust encountered by the vertical take-off and landing of the tail-seated airplane, and secondly identify the left and right directions of the gust on the basis of identifying the front and back directions. By controlling the control surface to differentially lift the ailerons left and right, the airplane generates a deflection moment around the axis of the airplane body, and the direction of the deflection moment is towards the direction that the included angle between the wings and the horizontal wind is reduced. Under the action of the deflection moment, the direction of the wing and the gust is reduced to zero, so that the interference aerodynamic force of the gust on the wing is reduced, and the wind resistance of the tail-seated airplane in the vertical take-off and landing stage is improved.

The application provides a vertical take-off and landing control method for a tail-seated airplane, which mainly comprises the following steps:

step S1, acquiring static pressure difference values of sensors arranged on two plate surfaces of the wing;

step S2, determining the front and back directions of the gust borne by the aircraft wing according to the static pressure difference value;

step S3, determining the left and right directions of the gust suffered by the wings of the airplane according to a plurality of sensors arranged at the wingtips of the wings, and determining the included angle between the wings and the gust;

and step S4, in the vertical takeoff process of the tail seated airplane, generating a deflection moment which deflects the wings in the direction of reducing the included angle between the wings and the gust wind, and controlling the wings to deflect.

In some alternative embodiments, step S1 is to provide static pressure sensors on the front and back panels of the wings on both sides of the aircraft, and to connect both static pressure sensors on the front and back panels of the wing on the same side to a differential pressure sensor.

Referring to fig. 1 to 3, in fig. 1, the tailplane includes a left wing 1 and a right wing 2, a left aileron 3 is disposed under the left wing 1, a right aileron 4 is disposed under the right wing 2, and fig. 2 is a side view of fig. 1, which shows a forward vertical fin 5 and a backward vertical fin 6 in the front-back direction of the plane, a rudder 7 on the forward vertical fin is disposed under the forward vertical fin 5, and a rudder 8 on the backward vertical fin is disposed under the backward vertical fin 6. In addition, a left landing gear support 9 and a right landing gear support 10 are shown in figure 1, along with the fuselage axis 39 of the aircraft. In figure 2, the front landing gear bracket 11 and the rear landing gear bracket 12 are shown. In fig. 1 and 2, a lifting support plane 13 is further included. In fig. 3, the aircraft includes three propeller blades, a first propeller blade 14, a second propeller blade 15, and a third propeller blade 16.

Static pressure sensors are arranged on the front and rear panel surfaces of the wings on two sides of the airplane, as shown in fig. 4 and 5, a pressure measuring pipe 17 of a static pressure measuring point is arranged in the front of the left wing, and the static pressure of the measuring point is defined as follows: p17; a pressure measuring tube 18 for a left wing backward static pressure measuring point, wherein the static pressure of the measuring point is defined as: p18; differential pressure sensor 19 at left wing stations 17 and 18, the differential pressure sensor input is defined as: dP17m18 ═ P17-P18; a pressure measuring tube 20 for a forward static pressure point of the right wing, the static pressure at the point being defined as: p20; and the pressure measuring pipe 21 of a backward static pressure measuring point of the right wing, wherein the static pressure of the measuring point is defined as: p21; differential pressure sensor 22 of left wings 20 and 21, the differential pressure sensor input is defined as: dP20m21 ═ P20-P21.

In step S2, determining the front-rear direction of the gust suffered by the aircraft wing according to the static pressure difference value includes:

a) if the following conditions are simultaneously satisfied:

dP17m18＞0；

dP20m21＞0；

absolute value of dP17m 18: abs (dP17m18) > Pthreshold;

absolute value of dP20m 21: abs (dP20m21) > Pthreshold;

the gust direction is determined to be a front-to-rear direction.

b) If the following conditions are satisfied:

dP17m18＜0；

dP20m21＜0；

absolute value of dP17m 18: abs (dP17m18) > Pthreshold;

absolute value of dP20m 21: abs (dP20m21) > Pthreshold;

the gust direction is determined to be the rear-to-front direction.

Where Pthreshold is the absolute value of the differential pressure minimum margin, which represents the judgment sensitivity, with smaller values giving higher sensitivities. This range of values can be adjusted with sensitivity requirements, for example taking: 50 Pa.

In some alternative embodiments, in step S3, four static pressure sensors are disposed at the wing tip of each wing, and when the aircraft is in vertical take-off and landing, the four static pressure sensors are disposed in four directions, namely, front, back, left and right, of the same horizontal plane of the wing tip.

In some alternative embodiments, four static pressure sensors are fixed at the wing tip of the wing through a pressure detection rod, and static pressure holes in four directions are formed in the pressure detection rod, wherein each static pressure hole passes through the static pressure sensor and the inside of the static pressure pipe connector.

In this embodiment, two sets of static pressure sensors are installed on the pressure detecting rod, and as shown in fig. 6, the sensor schematic diagram of the wing tip of the left wing is shown, and includes a first static pressure hole and a static pressure pipe 23 of the pressure detecting rod of the wing tip of the left wing; the output result of the first static pressure sensor 24 of the wing tip pressure detecting rod of the left wing is defined as: p24; a second static pressure hole and a static pressure pipe 25 of a left wing tip pressure detection rod; the output result of the second static pressure sensor 26 of the wing tip pressure detecting rod of the left wing is defined as: p26; a third static pressure hole and a static pressure pipe 27 of a left wing tip pressure detection rod; the output of the third static pressure sensor 28 of the left wing tip pressure detecting rod is defined as: p28; a fourth static pressure hole and a static pressure pipe 29 of a left wing tip pressure detection rod; the output result of the fourth static pressure sensor 30 of the left wing tip pressure detecting rod is defined as: p30.

FIG. 7 is a schematic diagram of a right wing tip sensor, including a right wing tip pressure sensing bar first hydrostatic hole and a hydrostatic tube 31; the output result of the first static pressure sensor 32 of the pressure detecting rod of the wingtip of the right wing is defined as: p32; a second static pressure hole and a static pressure pipe 33 of a pressure detecting rod at the wingtip of the right wing; the output result of the second static pressure sensor 34 of the pressure detecting rod of the wingtip of the right wing is defined as: p34; a third static pressure hole and a static pressure pipe 35 of a pressure detecting rod at the wingtip of the right wing; the output result of the third static pressure sensor 36 of the pressure detecting rod at the wingtip of the right wing is defined as: p36; a fourth static pressure hole and a static pressure pipe 37 of a pressure detecting rod at the wingtip of the right wing; the output of the fourth static pressure sensor 38 of the pressure detecting rod of the wingtip of the right wing is defined as: p38.

In step S3, the identifying the gust left and right direction mainly includes:

a) if the gust direction is from front to back

If so: p24 > P26 and P32 > P34, the gust direction is determined to be front left. The flow mechanism is shown in FIG. 8.

If so: p24 < P26 and P32 < P34, the gust direction is determined to be right-front. The flow mechanism is shown in FIG. 8.

b) If the direction of the gust is from the rear to the front

If so: p30 > P28, and P38 > P36, then the gust direction is determined to be left rear. The flow mechanism is shown in FIG. 10.

If so: p30 < P28, and P38 < P36, then the gust direction is determined to be right rear. The flow mechanism is shown in FIG. 11.

In some alternative embodiments, generating the yawing moment in step S4 includes:

the deflection of the trailing edges of the elevon on the left and right sides of the aircraft in the front-rear direction is controlled to generate a deflection moment which enables the left wing and the right wing to move in opposite directions.

In some alternative embodiments, generating the yawing moment in step S4 includes:

the left and right deflection of the rudder on the front and rear vertical tails of the airplane is controlled to generate deflection torque which enables the left wing and the right wing to move in opposite directions.

In step S4, generating a yawing moment by controlling to reduce an included angle between the wing and the wind direction includes:

a) for the left forward gust and the right backward gust, the control means generates the yawing moment around the axis of the fuselage, so that the right wing is backward and the left wing is forward. Means for generating the above yawing moment for bringing the right wing backward and the left wing forward include, but are not limited to, the following methods:

the method comprises the following steps: the rear edge of the left elevon 3 deflects backwards, the rear edge of the right elevon 4 deflects forwards, and under the action of downward slipstream of the propeller, a deflection moment for enabling the right wing to deflect backwards and the left wing to deflect forwards is generated.

The second method comprises the following steps: the rear edge of the forward vertical tail rudder 7 deflects leftwards, the rear edge of the backward vertical tail rudder 8 deflects rightwards, and under the action of downward slipstream of the propeller, a deflection moment for enabling the right wing to move backwards and the left wing to move forwards is generated.

b) For the right front gust and the left rear gust, the control means generates the yawing moment around the axis of the fuselage, so that the left wing is backward and the right wing is forward. Means for generating the above yawing moment for bringing the left wing backward and the right wing forward include, but are not limited to, the following methods:

the method comprises the following steps: the rear edge of the left elevon 3 deflects forwards, the rear edge of the right elevon 4 rotates backwards, and under the action of downward slipstream of the propeller, a deflection moment for enabling the left wing to deflect backwards and the right wing to deflect forwards is generated.

The second method comprises the following steps: the rear edge of the forward vertical tail rudder 7 deflects rightwards, the rear edge of the backward vertical tail rudder 8 deflects leftwards, and under the action of downward slipstream of the propeller, a deflection moment for enabling the left wing to deflect backwards and the right wing to deflect forwards is generated.

In this embodiment, the angle α between the wing and the gust direction is defined as follows: and an acute angle is formed between a straight line passing through the circle center of the propeller and being parallel to the wind gusting direction and the right wing. For a left forward gust, the angle α between the wing and the gust direction is shown in fig. 12. Under the action of the deflection moment, the included angle between the wing and the gust is gradually reduced.

When the following conditions are satisfied: the absolute value of dP17m18 abs (dP17m18) is ≦ Pthreshold, and the absolute value of dP20m 21: abs (dP20m21) is less than or equal to Pthreshold, the generation of the yawing moment which reduces the included angle between the wing and the wind direction is stopped, and the deflection increment of the control surface for generating the yawing moment is assigned to be zero. At the moment, because the included angle between the wing and the gust is reduced, the wind disturbance aerodynamic force of the gust on the wing is reduced, and therefore the gust disturbance aerodynamic force of the gust on the tail seat airplane is reduced.

In some alternative embodiments, in step S4, the vertical takeoff process of the tailgating aircraft includes a climbing process from the ground to the air with a height difference of 200 times the length of the fuselage, or a reverse landing process.

In alternative embodiments, besides the fuselage length, other characteristic lengths may be provided, such as fuselage height, wingspan length, and the like, and specifically, the vertical takeoff process starts from flying away from the parking place and ends when climbing to a characteristic length which is 200 times different from the height of the parking place (the maximum of the fuselage length, the fuselage height, and the wing span length); the vertical landing process starts from 200 times the characteristic length of the height difference from the landing point to the end of the landing place when the airplane stops.

The included angle between the power device, the wing (except a control surface) and the fuselage is unchanged; in the vertical take-off and landing stage, the wings are in a vertical state and do not generate lift force; the vertical lifting is completed by overcoming the gravity through the pulling force/pushing force of the engine.

Specific examples are as follows.

Wing area: (S) being 10 square meters;

total takeoff weight: m is 2000 kg;

the machine span is long: l is 10 m;

the aircraft encounters 10 grades of wind (the wind speed is 28.5m/s) during vertical take-off and landing, and the gust direction is the front left direction, and the angle alpha between the gust and the wing is 45 degrees (the alpha definition schematic diagram is shown in figure 12).

The tail-seated airplane in the present case encounters the above-mentioned gust in the vertical take-off and landing stage, if the patented technology is not adopted. The aerodynamic disturbance force F borne by the airplane is 6925N, and the ratio N of the aerodynamic disturbance force to the total takeoff gravity is 0.353. Because the wind disturbance aerodynamic forces of the left wing and the right wing are symmetrical, the gravity moment of the wind disturbance aerodynamic forces of the left wing and the right wing is zero, and the included angle alpha between the wings and the wind direction is always kept at 45 degrees, as shown in fig. 12.

If the technology disclosed by the invention is adopted, when the tail-seated airplane in the case also encounters the gust in the vertical take-off and landing stage, the steps of reducing the gust interference aerodynamic force are as follows:

first, identifying the front and back direction of wind:

the wind direction is confirmed to be forward since the following conditions are satisfied at the same time.

dP17m18＞0；

dP20m21＞0；

Absolute value of dP17m 18: abs (dP17m18) > Pthreshold;

absolute value of dP20m 21: abs (dP20m21) > Pthreshold;

second, identifying the left and right direction of the wind

On the basis of confirming the forward wind, the following conditions are simultaneously met, and the wind direction is confirmed to be the left direction.

P24 > P26, and P32 > P34.

And thirdly, generating a control moment for reducing the included angle between the wing and the wind.

With the trailing edge of the left elevon deflected 45 ° rearwardly and the trailing edge of the right elevon deflected 45 ° forwardly as shown in fig. 13. Under the effect of the slipstream of the propeller, the left lifting aileron generates a front operating force; the right elevon generates a rearward operating force; the left and right elevon generates an operating moment around the axis of the fuselage to cause the left wing to move forward and the right wing to move backward.

Fourthly, the included angle between the wing and the wind is reduced

Under the action of the moment, the included angle alpha between the wing and the gust is gradually reduced from 45 degrees, as shown in FIG. 14, and the wind disturbance force F is reduced from 6925N to 2985N, as shown in FIG. 15; the relative wind disturbance aerodynamic coefficient f is reduced from 0.436 to 0.152, as shown in fig. 16; as the angle between the wing and the wind is reduced, the absolute value of dP17m18 and the absolute value of dP20m21 are gradually reduced until the following conditions are met:

absolute value of dP17m 18: abs (dP17m18) is less than or equal to Pthreshold;

and the absolute value of dP20m 21: abs (dP20m21) is less than or equal to Pthreshold.

And stopping generating the deflection moment which reduces the included angle between the wing and the wind direction, and assigning the deflection increment of the control surface for generating the deflection moment to be zero.

The vertical take-off and landing control method of the tail seat airplane can reduce the gust interference in the vertical take-off and landing process of the tail seat airplane, and has the following beneficial effects:

1. the aerodynamic force of gust interference is reduced, and the vertical take-off and landing track and the attitude control precision of the tail-seated airplane are improved.

In a vertical take-off and landing state, the horizontal wind disturbance power in any direction is random system external disturbance for a flight control system. The larger the wind disturbance force is, the lower the vertical take-off and landing trajectory and the control accuracy are. Compared with a tail seated airplane with a symmetrical wing structure, the tail seated airplane with the symmetrical wing structure adopts the asymmetrical wing structure technology, can reduce the aerodynamic force of gust interference, reduce the external disturbance of a take-off and landing state flight control system, and improve the vertical take-off and landing track and the attitude control precision of the tail seated airplane.

2. The wind disturbance aerodynamic force is reduced, and the extra power of the engine consumed for resisting the wind disturbance aerodynamic force is reduced.

In a vertical take-off and landing state, aerodynamic force generated by horizontal wind disturbance needs to change the push/pull direction of an engine by deflecting a control surface or adjusting the attitude of an airplane to generate equal force and opposite force to balance the force. The greater the wind disturbance force, the more tension is lost to balance the wind disturbance force, and the greater the engine power consumed. Compared with a tail seat airplane with symmetrical wings, the airplane with the asymmetrical wings reduces the power of an engine consumed for resisting wind disturbance aerodynamic force by adopting the technology of asymmetrical wings.

Having thus described the present application in connection with the preferred embodiments illustrated in the accompanying drawings, it will be understood by those skilled in the art that the scope of the present application is not limited to those specific embodiments, and that equivalent modifications or substitutions of related technical features may be made by those skilled in the art without departing from the principle of the present application, and those modifications or substitutions will fall within the scope of the present application.