CN105574257A - Aircraft double-hinge rudder efficiency calculation method - Google Patents

Abstract

The invention discloses an aircraft double-hinge rudder efficiency calculation method. The aircraft double-hinge rudder efficiency calculation method comprises the steps of according to a first turn angle delta1 and a second turn angle delta2, calculating a lateral force coefficient CY0W generated by deflection of a rudder at the angles delta1 and delta2 when a zero lift angle is obtained through a method for estimating a zero lift coefficient increment caused by deflection of a double slotted flap in ESDU; through the CY0W and a formula, calculating a lateral force coefficient increment delta CY caused by deflection of the angles delta1 and delta2; through the delta CY and a formula, calculating a derivative CY delta r of the lateral force coefficient to the skewness of the rudder; and through the CY delta r and a formula, calculating a derivative Cn delta r of a yawing moment to the skewness of the rudder and a derivative Cl delta r of a rolling moment to the skewness of the rudder. According to the aircraft double-hinge rudder efficiency calculation method, the shortcoming that an existing aircraft cannot estimate double-hinge rudder efficiency is overcome and the useful value of rudder efficiency estimation data is improved.

Description

A kind of aircraft double-strand chain yaw rudder efficiency calculation method

Technical field

The present invention relates to aircraft prediction of aerodynamic coefficients technical field, particularly relate to a kind of aircraft double-strand chain yaw rudder efficiency calculation method.

Background technology

Terminological interpretation:

ESDU: Engineering Sciences Data Unit (ESDU).

Existing rudder of aircraft efficiency estimation method system has " ESDU ", DATACOM, " AirplaneDesign ", " airplane design handbook ", " aviation aerodynamic force engineering calculation handbook " etc.But these evaluation methods only can pro form bill hinge direction steerage rate, and existing rudder of aircraft, adopt double-strand chain on a large scale, original method cannot meet existing airplane design and use.

Therefore, wish a kind of technical scheme to overcome or at least alleviate at least one above-mentioned defect of prior art.

Summary of the invention

A kind of aircraft double-strand chain yaw rudder efficiency calculation method is the object of the present invention is to provide to overcome or at least alleviate at least one the above-mentioned defect in prior art.

For achieving the above object, the invention provides a kind of aircraft double-strand chain yaw rudder efficiency calculation method, described aircraft comprises yaw rudder, described yaw rudder comprises the Part I hinged with vertical fin and the Part II hinged with described Part I, described Part I can rotate around described hinged place relative to described vertical fin, and its rotational angle is called the first corner δ ₁; Described Part II can rotate around described hinged place relative to described Part I, and its rotational angle is called the second corner δ ₂; Described aircraft double-strand chain yaw rudder efficiency calculation method comprises: according to described first corner δ ₁, the second corner δ ₂, and during by estimating in ESDU that the method that double slotted flaps deflects the zero lift coefficient increment caused calculates zero angle of attack, the lateral force coefficient C that rudder kick δ 1, δ 2 produces _y0W; By described C _y0Wand formula, the lateral force coefficient increment Delta C caused when calculating deflection δ 1, δ 2 _y; By described Δ C _yand formula, try to achieve the derivative C of lateral force coefficient to amount of rudder _{y δ r}; By described C _{y δ r}and formula, try to achieve the derivative C of yawing to amount of rudder _{n δ r}and rolling moment is to the derivative C of amount of rudder _{l δ r}.

Preferably, by described C _y0Wand formula, the lateral force coefficient increment Delta C caused when calculating deflection δ 1, δ 2 _yconcrete computing formula is:

${\mathrm{\ΔC}}_Y=({\mathrm{\Φ}}_o-{\mathrm{\Φ}}_i)(\frac{{\mathrm{\Δc}}_t}{c}-\frac{K_{\mathrm{\δ}}{c}_t}{c})*a_1*\mathrm{\α}+C_{Y0W},$ Wherein,

$\frac{{\mathrm{\Δc}}_t}{c}-\frac{K_{\mathrm{\δ}}{c}_t}{c}=\frac{{\mathrm{\χ}}_{ts}+c_{t1}^{\′}+c_{t2}^{\′}-c}{c}-\frac{(1-{\mathrm{cos\δ}}_1)c_{t1}+\[1-\cos ({\mathrm{\δ}}_1+{\mathrm{\δ}}_2)\]c_{t2}^{\′}}{c};$ Wherein,

A ₁for the slope of lift curve of vertical fin; α is angle of attack radian; Φ _ofor Outboard Sections length modifying factor; Φ _ifor inboard portion length modifying factor; C ' _t1for the distance of vertical fin and Part I link position place to one end away from body end of Part I; χ _tsfor the head of vertical fin is to the size in tail direction; C ' _t2for the distance of Part I and Part II junction to one end away from Part I of Part II; c _t1for the head of Part I is to the size in tail direction; C is vertical fin to Part I away from the head of one end of vertical fin to the size in tail direction.

Preferably, described by described Δ C _yand formula, try to achieve the derivative C of lateral force coefficient to amount of rudder _{y δ r}concrete computing formula is:

C _{y δ r}=-Δ C _yj _bj _tα _δΔΦ S _f/ (S _wδ), wherein,

J _bfor fuselage affects modifying factor; J _tfor vertical fin end plate effect correction factor; S _ffor vertical fin area; ΔΦ non-fully length modifying factor; S _wfor wing area; δ is yaw rudder equivalent deflection angle; α _δfor the control efficiency factor.

Preferably, by described C _{y δ r}and formula, try to achieve the derivative C of yawing to amount of rudder _{n δ r}and rolling moment is to the derivative C of amount of rudder _{l δ r}concrete computing formula is:

C _nδr＝-C _Yδr(l _Rcosα+Z _Rsinα)/b；

C _{l δ r}=C _{y δ r}(Z _rcos α-l _rsin α)/b; Wherein,

L _rfor being parallel to the fuselage datum arm of force; z _rfor perpendicular to the fuselage datum arm of force; B is wing length; α is the angle of attack.

Aircraft double-strand chain yaw rudder efficiency calculation method of the present invention solves the shortcoming that existing aircraft cannot estimate double-strand chain yaw rudder efficiency, improves the use value of yaw rudder efficiency estimation data.

Accompanying drawing explanation

Fig. 1 is the structural representation that employing aircraft double-strand chain yaw rudder efficiency calculation method according to a first embodiment of the present invention carries out the vertical fin part of the aircraft calculated.

Embodiment

For making object of the invention process, technical scheme and advantage clearly, below in conjunction with the accompanying drawing in the embodiment of the present invention, the technical scheme in the embodiment of the present invention is further described in more detail.In the accompanying drawings, same or similar label represents same or similar element or has element that is identical or similar functions from start to finish.Described embodiment is the present invention's part embodiment, instead of whole embodiments.Be exemplary below by the embodiment be described with reference to the drawings, be intended to for explaining the present invention, and can not limitation of the present invention be interpreted as.Based on the embodiment in the present invention, those of ordinary skill in the art, not making the every other embodiment obtained under creative work prerequisite, belong to the scope of protection of the invention.Below in conjunction with accompanying drawing, embodiments of the invention are described in detail.

In describing the invention; it will be appreciated that; term " " center ", " longitudinal direction ", " transverse direction ", "front", "rear", "left", "right", " vertically ", " level ", " top ", " end " " interior ", " outward " etc. instruction orientation or position relationship be based on orientation shown in the drawings or position relationship; be only the present invention for convenience of description and simplified characterization; instead of instruction or imply indication device or element must have specific orientation, with specific azimuth configuration and operation, therefore can not be interpreted as limiting the scope of the invention.

Aircraft comprises yaw rudder, and yaw rudder comprises the Part I hinged with vertical fin and the Part II hinged with Part I, and Part I can rotate around hinged place relative to vertical fin, and its rotational angle is called the first corner δ ₁; Part II can rotate around hinged place relative to Part I, and its rotational angle is called the second corner δ ₂.

Aircraft double-strand chain yaw rudder efficiency is embodied as: lateral force coefficient is to the derivative C of amount of rudder _{y δ r}, yawing is to the derivative C of amount of rudder _{n δ r}and rolling moment is to the derivative C of amount of rudder _{l δ r}.

Aircraft double-strand chain yaw rudder efficiency calculation method of the present invention comprises: according to the first corner δ ₁, the second corner δ ₂, and during by estimating in ESDU that the method that double slotted flaps deflects the zero lift coefficient increment caused calculates zero angle of attack, the lateral force coefficient C that rudder kick δ 1, δ 2 produces _y0W; Pass through C _y0Wand formula, the lateral force coefficient increment Delta C caused when calculating deflection δ 1, δ 2 _y; By Δ C _yand formula, try to achieve the derivative C of lateral force coefficient to amount of rudder _{y δ r}; Pass through C _{y δ r}and formula, try to achieve the derivative C of yawing to amount of rudder _{n δ r}and rolling moment is to the derivative C of amount of rudder _{l δ r}.

Particularly, in the present embodiment, C is passed through _y0Wand formula, the lateral force coefficient increment Delta C caused when calculating deflection δ 1, δ 2 _yconcrete computing formula is:

${\mathrm{\ΔC}}_Y=({\mathrm{\Φ}}_o-{\mathrm{\Φ}}_i)(\frac{{\mathrm{\Δc}}_t}{c}-\frac{K_{\mathrm{\δ}}{c}_t}{c})*a_1*\mathrm{\α}+C_{Y0W},$ Wherein,

$\frac{{\mathrm{\Δc}}_t}{c}-\frac{K_{\mathrm{\δ}}{c}_t}{c}=\frac{{\mathrm{\χ}}_{ts}+c_{t1}^{\′}+c_{t2}^{\′}-c}{c}-\frac{(1-{\mathrm{cos\δ}}_1)c_{t1}+\[1-cos({\mathrm{\δ}}_1+{\mathrm{\δ}}_2)\]c_{t2}^{\′}}{c};$ Wherein,

A ₁for the slope of lift curve of vertical fin; α is angle of attack radian; Φ _ofor Outboard Sections length modifying factor; Φ _ifor inboard portion length modifying factor; C ' _t1for the distance of vertical fin and Part I link position place to one end away from body end of Part I; χ _tsfor the head of vertical fin is to the size in tail direction; C ' _t2for the distance of Part I and Part II junction to one end away from Part I of Part II; c _t1for the head of Part I is to the size in tail direction; C is vertical fin to Part I away from the head of one end of vertical fin to the size in tail direction.

In the present embodiment, by Δ C _yand formula, try to achieve the derivative C of lateral force coefficient to amount of rudder _{y δ r}concrete computing formula is:

C _{y δ r}=-Δ C _yj _bj _tα _δΔΦ S _f/ (S _wδ), wherein,

J _bfor fuselage affects modifying factor; J _tfor vertical fin end plate effect correction factor; S _ffor vertical fin area; ΔΦ non-fully length modifying factor; S _wfor wing area; δ is yaw rudder equivalent deflection angle; α _δfor the control efficiency factor.

In the present embodiment, by described C _{y δ r}and formula, try to achieve the derivative C of yawing to amount of rudder _{n δ r}and rolling moment is to the derivative C of amount of rudder _{l δ r}concrete computing formula is:

C _nδr＝-C _Yδr(l _Rcosα+Z _Rsinα)/b；

C _{l δ r}=C _{y δ r}(Z _rcos α-l _rsin α)/b; Wherein,

L _rfor being parallel to the fuselage datum arm of force; z _rfor perpendicular to the fuselage datum arm of force; B is wing length; α is the angle of attack.

Aircraft double-strand chain yaw rudder efficiency calculation method of the present invention solves the shortcoming that existing aircraft cannot estimate double-strand chain yaw rudder efficiency, improves the use value of yaw rudder efficiency estimation data.

In the mode of chart, required symbol definition in above-mentioned describing is listed below:

In the present embodiment, C _y0Westimation:

$C_{Y0W}=\frac{{\mathrm{\χ}}_{ts}+c_{t1}^{,}+c_{t2}^{,}}{c}(J_{t1}*{\mathrm{\ΔC}}_{L1}+J_{t2}*{\mathrm{\ΔC}}_{L2})*a_1/2\mathrm{\π}$

Wherein:

c’ _t1＝c _t1-Δc _t1

c’ _t2＝c _t2-Δc _t2

By way of example the present invention is set forth below.Be understandable that, this elaboration does not form any limitation of the invention.

For certain model double-strand chain yaw rudder efficiency estimation, rudder face drift angle δ before and after its yaw rudder ₁=δ ₂=10 °.Known parameters:

By the method for pro form bill hinge direction steerage rate in ESDU, following parameter can be estimated:

Estimate that double slotted flaps deflects the method for the zero lift coefficient increment caused with reference in ESDU, calculate C _y0W=0.5, thus by formula (1) be:

ΔC _Y＝(0.9-0.05)(-0.005-0.02)*2.5*α+0.5＝-0.053125*α+0.5；

Obtained by above-mentioned formula:

$\begin{array}{c}{L}_{Y\mathrm{\δ}r}=-(-0.053125*\mathrm{\α}+0.5)*0.868*1.2*0.8*0.8*0.2/\mathrm{\δ}\\ =\frac{0.007082*\mathrm{\α}-0.0667}{\mathrm{\δ}}\end{array}$

$C_{n\mathrm{\δ}r}=-\frac{0.007082*\mathrm{\α}-0.0667}{\mathrm{\δ}}*\[0.5cos(180*\mathrm{\α}/\mathrm{\π})+0.1sin(180*\mathrm{\α}/\mathrm{\π})\]$

$C_{l\mathrm{\δ}r}=\frac{0.007082*\mathrm{\α}-0.0667}{\mathrm{\δ}}*\[0.1cos(180*\mathrm{\α}/\mathrm{\π})-0.5\sin (180*\mathrm{\α}/\mathrm{\π})\]$

Note: C _y0Wrudder face drift angle, front and back δ ₁, δ ₂function, therefore for the double-strand chain yaw rudder of a certain specific model, its efficiency is δ ₁, δ ₂and the function of α; The value of δ and δ ₁, δ ₂relevant, in the model of this estimation, regulation δ=δ ₁=δ ₂.

Test findings is as follows:

α(°)	C Yδr	C nδr	C lδr
				-2	-0.0066	0.003337	-0.00806
0	-0.00655	0.003316	-0.00701
				2	-0.00651	0.003295	-0.000596
4	-0.00634	0.003267	-0.00043
				6	-0.00613	0.003248	-0.00039
8	-0.00593	0.003216	-0.00026

Result of calculation is as follows:

α(°)	C Yδr	C nδr	C lδr
				-2	-0.006695	0.003322	-0.000786
0	-0.00667	0.003335	-0.000667 5 -->
				2	-0.00665	0.003344	-0.00055
4	-0.00662	0.003348	-0.00043
				6	-0.0066	0.003349	-0.00031
8	-0.00657	0.003345	-0.00019

Can be found out by above-mentioned table, the result of calculation of experimental result and aircraft double-strand chain yaw rudder efficiency calculation method of the present invention is basically identical.

Finally it is to be noted: above embodiment only in order to technical scheme of the present invention to be described, is not intended to limit.Although with reference to previous embodiment to invention has been detailed description, those of ordinary skill in the art is to be understood that: it still can be modified to the technical scheme described in foregoing embodiments, or carries out equivalent replacement to wherein portion of techniques feature; And these amendments or replacement, do not make the essence of appropriate technical solution depart from the spirit and scope of various embodiments of the present invention technical scheme.

Claims (4)

1. an aircraft double-strand chain yaw rudder efficiency calculation method, described aircraft comprises yaw rudder, described yaw rudder comprises the Part I hinged with vertical fin and the Part II hinged with described Part I, described Part I can rotate around described hinged place relative to described vertical fin, and its rotational angle is called the first corner δ ₁; Described Part II can rotate around described hinged place relative to described Part I, and its rotational angle is called the second corner δ ₂; It is characterized in that, described aircraft double-strand chain yaw rudder efficiency calculation method comprises:

According to described first corner δ ₁, the second corner δ ₂, and during by estimating in ESDU that the method that double slotted flaps deflects the zero lift coefficient increment caused calculates zero angle of attack, the lateral force coefficient C that rudder kick δ 1, δ 2 produces _y0W;

By described C _y0Wand formula, the lateral force coefficient increment Delta C caused when calculating deflection δ 1, δ 2 _y;

By described Δ C _yand formula, try to achieve the derivative C of lateral force coefficient to amount of rudder _{y δ r};

By described C _{y δ r}and formula, try to achieve the derivative C of yawing to amount of rudder _{n δ r}and rolling moment is to the derivative C of amount of rudder _{l δ r}.

2. aircraft double-strand chain yaw rudder efficiency calculation method as claimed in claim 1, is characterized in that, by described C _y0Wand formula, the lateral force coefficient increment Delta C caused when calculating deflection δ 1, δ 2 _yconcrete computing formula is:

${\mathrm{\ΔC}}_Y=({\mathrm{\Φ}}_o-{\mathrm{\Φ}}_i)(\frac{{\mathrm{\Δc}}_t}{c}-\frac{K_{\mathrm{\δ}}{c}_t}{c})*a_1*\mathrm{\α}+C_{Y0W},$ Wherein,

$\frac{{\mathrm{\Δc}}_t}{c}-\frac{K_{\mathrm{\δ}}{c}_t}{c}=\frac{{\mathrm{\χ}}_{ts}+c_{t1}^{\′}+c_{t2}^{\′}-c}{c}-\frac{(1-{\mathrm{cos\δ}}_1)c_{t1}+\[1-\cos ({\mathrm{\δ}}_1+{\mathrm{\δ}}_2)\]c_{t2}^{\′}}{c};$ Wherein,

A ₁for the slope of lift curve of vertical fin; α is angle of attack radian; Φ _ofor Outboard Sections length modifying factor; Φ _ifor inboard portion length modifying factor; C ' _t1for the distance of vertical fin and Part I link position place to one end away from body end of Part I; χ _tsfor the head of vertical fin is to the size in tail direction; C ' _t2for the distance of Part I and Part II junction to one end away from Part I of Part II; c _t1for the head of Part I is to the size in tail direction; C is vertical fin to Part I away from the head of one end of vertical fin to the size in tail direction.

3. aircraft double-strand chain yaw rudder efficiency calculation method as claimed in claim 1, is characterized in that, described by described Δ C _yand formula, try to achieve the derivative C of lateral force coefficient to amount of rudder _{y δ r}concrete computing formula is:

C _{y δ r}=-Δ C _yj _bj _tα _δΔΦ S _f/ (S _wδ), wherein,

J _bfor fuselage affects modifying factor; J _tfor vertical fin end plate effect correction factor; S _ffor vertical fin area; ΔΦ non-fully length modifying factor; S _wfor wing area; δ is yaw rudder equivalent deflection angle; α _δfor the control efficiency factor.

4. aircraft double-strand chain yaw rudder efficiency calculation method as claimed in claim 3, is characterized in that, by described C _{y δ r}and formula, try to achieve the derivative C of yawing to amount of rudder _{n δ r}and rolling moment is to the derivative C of amount of rudder _{l δ r}concrete computing formula is:

C _nδr＝-C _Yδr(l _Rcosα+Z _Rsinα)/b；

C _{l δ r}=C _{y δ r}(Z _rcos α-l _rsin α)/b; Wherein,

L _rfor being parallel to the fuselage datum arm of force; z _rfor perpendicular to the fuselage datum arm of force; B is wing length; α is the angle of attack.