CN109613927A - Mechanical manoeuvring system influences aircraft balanced to determine method under aircraft flexible deformation - Google Patents
Mechanical manoeuvring system influences aircraft balanced to determine method under aircraft flexible deformation Download PDFInfo
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- CN109613927A CN109613927A CN201811306362.8A CN201811306362A CN109613927A CN 109613927 A CN109613927 A CN 109613927A CN 201811306362 A CN201811306362 A CN 201811306362A CN 109613927 A CN109613927 A CN 109613927A
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- 238000000034 method Methods 0.000 title claims abstract description 18
- 238000006073 displacement reaction Methods 0.000 claims abstract description 15
- 238000009434 installation Methods 0.000 claims description 15
- 230000005540 biological transmission Effects 0.000 claims description 8
- 230000037452 priming Effects 0.000 claims description 8
- 230000005484 gravity Effects 0.000 claims description 3
- 230000002265 prevention Effects 0.000 abstract description 7
- 230000001568 sexual effect Effects 0.000 abstract description 4
- 230000009897 systematic effect Effects 0.000 abstract description 3
- 230000033001 locomotion Effects 0.000 description 6
- 238000005452 bending Methods 0.000 description 3
- 238000004364 calculation method Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 238000004904 shortening Methods 0.000 description 2
- 238000004458 analytical method Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 229920001971 elastomer Polymers 0.000 description 1
- 239000000806 elastomer Substances 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000000116 mitigating effect Effects 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
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- Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
Abstract
Aircraft balanced is influenced the invention discloses mechanical manoeuvring system under aircraft flexible deformation to determine method, the following steps are included: 1) requirement that resultant force is zero with resultant moment when being in equilibrium state according to aircraft, the rudder face degree of bias needed for longitudinal and transverse course when calculating aircraft balanced balances；2) bias that calculating machine steerable system is deformed relative to aircraft；3) cockpit manipulation displacement and the steering force of aircraft are calculated, and calculate trim ability, realizing aircraft, awing true aircraft mechanical manoeuvring system characteristic calculates and determines method, and true aircraft balanced characteristic and trim characteristics are calculated and are determined, to ensure that the consistency of flight and design, have modified systematic error, so as to ensure that the full mission profile of aircraft meets aircraft balanced characteristic design requirement, prevention and prevention aircraft are in friction speed flight, since there is non-instruction sexual deviation in airframe and mechanical manoeuvring system relative deformation, guarantee flight safety, mitigate driver's burden, and improve handling quality.
Description
Technical field
The present invention relates to be mechanically operated by under aircraft controllability stability Design technical field more particularly to aircraft flexible deformation
System influences aircraft balanced to determine method.
Background technique
Currently, although using the steerable system of electrical transmission and optical transport in modern aircraft using more and more extensive,
It is the mainstream in the aircraft or current service aircraft using mechanical system manipulation.
It is the mainstream technology that second generation fighter plane and aircraft earlier use in the design using mechanical system manipulation, such as
Meter Ge -21, the meter Ge -23 of the former Soviet Union and China destroy -7, destroy -8 and be all made of hydraulic booster machinery steerable system, this to fly
Machine necessarily will appear the flexible deformation of airframe and mechanical system awing with the increase of speed；Although having become at present
Fax and fly by light system are largely used for the third generation or even Fourth Generation Fighters, the bomber of main force's machine, but fax/
Driving mechanism is to mechanical system is still fallen in fly by light system between control surface shaft, if can also draw when arranging unreasonable
Play the deformation installed between fulcrum relative to body.
Description to the design of aircraft balanced characteristic both at home and abroad at present and to yet there are no in the design of aircraft mechanical manoeuvring system
The document that phase enantiotropy influences between aircraft and mechanical system is mentioned, in fact, if aircraft flight envelope curve this change when less than normal
Shape influence is unobvious, and many aircrafts have adjusted the system parameter of aircraft according to result of taking a flight test, but lack for this
Deform the systematic determining analysis and design method that asynchronous problem influences aircraft balanced characteristic.
The invention proposes a kind of comprehensively and systematically consideration and determine that aircraft mechanical manoeuvring system is asynchronous with aircraft deformation
On aircraft balanced influence determination calculation method, so as to ensure that the full mission profile of aircraft meets aircraft balanced characteristic and set
It counts and requires, prevention and prevention aircraft occur non-instruction sexual deviation in big ram compression flight, guarantee that flight safety, mitigation driver are negative
Load, and improve handling quality.To improve safety and the comfort of aircraft.
Summary of the invention
The purpose of the present invention: propose that mechanical manoeuvring system influences determination side to aircraft balanced under a kind of aircraft flexible deformation
Method prevention and prevents aircraft in difference so as to ensure that the full mission profile of aircraft meets aircraft balanced characteristic design requirement
When speed flight, since there is non-instruction sexual deviation in airframe and mechanical manoeuvring system relative deformation, guarantee flight safety,
Mitigate driver's burden, and improves handling quality.
Technical solution of the present invention:
Mechanical manoeuvring system influences aircraft balanced to determine method under aircraft flexible deformation, comprising the following steps:
Step 1: the requirement that resultant force is zero with resultant moment when being in equilibrium state according to aircraft, when calculating aircraft balanced
The rudder face degree of bias needed for longitudinal and transverse course balances；
Step 2: the bias that calculating machine steerable system is deformed relative to aircraft；
Step 3: calculating cockpit manipulation displacement and the steering force of aircraft, and calculate trim ability.
The bias that calculating machine steerable system is deformed relative to aircraft described in step 2, further comprising the steps of:
Step 2.1: determining aircraft along fuselage linear deformation and aircraft along wing transversely deforming according to flight status；
Step 2.2: determine each installation point of aircraft mechanical manoeuvring system, shaft fulcrum with aircraft along fuselage linear deformation and
Spatial position change amount of the aircraft after wing transversely deforming；
Step 2.3: calculating machine steerable system two adjacent two phases between installation point, shaft fulcrum aboard
To deformation.
Step 2.4: by mechanical manoeuvring system aboard all adjacent two it is opposite between installation point, shaft fulcrum
Deformation summation, it is final to determine that steerable system in the total deformation of current flight state, that is, determines and deviates steerable system design theory value
Bias；
Step 2.5: the mechanical manoeuvring system number under current flight state is corrected in the deviation being calculated according to step 2.4
According to.
Cockpit manipulation displacement and the steering force of aircraft are calculated described in step 3, and calculates trim ability, specially according to step
The rudder face degree of bias needed for the aircraft balanced obtained in rapid 1 and step 2 calculate the aircraft machinery behaviour determined under current flight state
Vertical system real-time revised true transmission ratio, priming amount data, calculate cockpit manipulation displacement and the steering force of aircraft, and calculate
Trim ability.
The requirement that resultant force is zero with resultant moment when being in equilibrium state according to aircraft described in step 1, calculates aircraft balanced
When longitudinal and transverse course balance needed for the rudder face degree of bias；It needs at this time main in full flight profile, mission profile determined by overall aircraft master-plan
State of flight, weight center of gravity state, flap state, engine condition, flying speed, flying height including aircraft, foundation
It is longitudinal and transverse when considering aerodynamic data, Aircraft Quality characteristic, the dynamic characteristics data of aircraft flexible deformation, then calculating aircraft balanced
The rudder face degree of bias needed for course balances.
The mechanical handling system under current flight state is corrected in the deviation being calculated described in step 2.5 according to step 2.4
System data, the mechanical manoeuvring system data include revised true transmission ratio, priming amount data.
Beneficial effects of the present invention: propose that mechanical manoeuvring system influences to determine on aircraft balanced under a kind of aircraft flexible deformation
Method, realizing aircraft, awing true aircraft mechanical manoeuvring system characteristic calculates and determines method, and true winged
Machine equilibrium response and trim characteristics, which calculate, to be determined, to ensure that the consistency of flight and design, has modified systematic error, thus
It can meet aircraft balanced characteristic design requirement, prevention and prevention aircraft ensuring the complete mission profile of aircraft and fly in friction speed
When, since non-instruction sexual deviation occur in airframe and mechanical manoeuvring system relative deformation, guarantees flight safety, mitigates driving
Member's burden, and improve handling quality, the present invention also has system full and accurate, and efficiency is higher；It gives prominence to the key points, considers comprehensively, accuracy
It is high；The characteristics of strong applicability.
Detailed description of the invention
Fig. 1 is vector mechanical manoeuvring system schematic diagram；
Fig. 2 is that aircraft positive g flight course middle fuselage upper and lower surface deforms schematic diagram.
Specific embodiment
Mechanical manoeuvring system influences aircraft balanced to determine method under aircraft flexible deformation, comprising the following steps:
Step 1: the requirement that resultant force is zero with resultant moment when being in equilibrium state according to aircraft, when calculating aircraft balanced
The rudder face degree of bias needed for longitudinal and transverse course balances；
Step 2: the bias that calculating machine steerable system is deformed relative to aircraft；
Step 3: calculating cockpit manipulation displacement and the steering force of aircraft, and calculate trim ability.
The bias that calculating machine steerable system is deformed relative to aircraft described in step 2, further comprising the steps of:
Step 2.1: determining aircraft along fuselage linear deformation and aircraft along wing transversely deforming according to flight status；
Step 2.2: determine each installation point of aircraft mechanical manoeuvring system, shaft fulcrum with aircraft along fuselage linear deformation and
Spatial position change amount of the aircraft after wing transversely deforming；
Step 2.3: calculating machine steerable system two adjacent two phases between installation point, shaft fulcrum aboard
To deformation.
Step 2.4: by mechanical manoeuvring system aboard all adjacent two it is opposite between installation point, shaft fulcrum
Deformation summation, it is final to determine that steerable system in the total deformation of current flight state, that is, determines and deviates steerable system design theory value
Bias；
Step 2.5: the mechanical manoeuvring system number under current flight state is corrected in the deviation being calculated according to step 2.4
According to.
Cockpit manipulation displacement and the steering force of aircraft are calculated described in step 3, and calculates trim ability, specially according to step
The rudder face degree of bias needed for the aircraft balanced obtained in rapid 1 and step 2 calculate the aircraft machinery behaviour determined under current flight state
Vertical system real-time revised true transmission ratio, priming amount data, calculate cockpit manipulation displacement and the steering force of aircraft, and calculate
Trim ability.
The requirement that resultant force is zero with resultant moment when being in equilibrium state according to aircraft described in step 1, calculates aircraft balanced
When longitudinal and transverse course balance needed for the rudder face degree of bias；It needs at this time main in full flight profile, mission profile determined by overall aircraft master-plan
State of flight, weight center of gravity state, flap state, engine condition, flying speed, flying height including aircraft, foundation
It is longitudinal and transverse when considering aerodynamic data, Aircraft Quality characteristic, the dynamic characteristics data of aircraft flexible deformation, then calculating aircraft balanced
The rudder face degree of bias needed for course balances.
The mechanical handling system under current flight state is corrected in the deviation being calculated described in step 2.5 according to step 2.4
System data, the mechanical manoeuvring system data include revised true transmission ratio, priming amount data.
Embodiment:
The main directional control equilibrium response for introducing calculating aircraft using the present invention calculates embodiment herein.
Scheme of installation is shown in Fig. 1 to vector mechanical manoeuvring system aboard, and vector mechanical manoeuvring system is flying
Whole deformation amount on machine should include aircraft body and mechanical manoeuvring system relative deformation between each installation point, shaft fulcrum
The combination of amount is superimposed.
Flexible deformation can awing occur for the body of aircraft, if normal g-load is positive g, fuselage both ends are opposite
Waist is bent downwardly, and fuselage can generate the flexible deformation shaped like " shoulder pole ", sees Fig. 2, and the free end in Fig. 2 is that aircraft is a certain
Cross section, the fuselage back between two cross sections can elongate generation amount of elongation, and bottom can compress generation shortening amount.Assuming that aircraft
The free end in Fig. 2, the mechanical manoeuvring system leverage in this section are opposite respectively for the two neighboring installation point of mechanical manoeuvring system
Relative deformation is generated in fuselage, mechanical manoeuvring system leverage is that multiple mechanical shafts are formed by connecting, and general aircraft is frequently with machinery
Steerable system leverage major part is located at fuselage back (dorsal fin position), middle part in steerable system scheme of installation as shown in figure 1
Leverage is substantially in dorsal fin, when fuselage back elongates, since the rigidity of mechanical manoeuvring system is much larger than the rigidity of airframe,
Control linkage will not generate deformation identical with fuselage, be mounted on the main rocker shaft fulcrum of mechanical handling leverage of fuselage back
Variable elongation occurs in positive g for coordinate position, then control linkage is shortened relative to fuselage in dorsal fin, this will lead to bar
The Forward of head position is to generate " deformation " of the mechanical manoeuvring system relative to aircraft, at this point, just will appear cockpit manipulation and rudder face
The priming of the degree of bias deviates.Similarly, the phase of installation site of the mechanical manoeuvring system in wing can be also generated during aircraft rolling
The priming offset of course cockpit manipulated variable and the rudder face degree of bias is generated to deformation.
In the design, aircraft and mechanical manoeuvring system should all be designed according to elastomer respectively, but on the whole, mechanical
Steerable system rigidity Design is larger, moreover, only the frictional force by cockpit steering force, servomechanism control valve (is manipulated without power is returned
System), the hinge moment (resilient steerable system) of rudder face, mechanical manoeuvring system relative deformation is small.Aircraft and mechanical handling system
The equation of motion of uniting is the rigid motion and elastic vibration freedom degree for comprehensively considering aircraft and mechanical manoeuvring system, from system capacity
Angle is set out, and the general equation of motion of aircraft and mechanical manoeuvring system movement is derived using the Lagrange equation of motion.
If each elastic vibration mode has acquired, and is grasped with the unit vector of reference body shafting and Elastic Aircraft and machinery
The vertical undeformed shape representation elastic vibration Mode Shape of system motion, with the increase of flight load, the course of fuselage back
The main rocker shaft fulcrum coordinate position of control linkage changes.
It when normal g-load is positive g, can be obtained according to fuselage deflection data △ H, fuselage generates bending angle △ α:
In formula, △ L is fuselage length deflection, and the distance of fuselage upper surface to bending neutral layer is Ru, therefore, this region
Fuselage upper surface amount of elongation are as follows:
Δ L=RuΔα1
In formula, △ α1Bending angle, course behaviour are generated between a certain section of two neighboring installation point of fuselage and shaft fulcrum
The ratio of vertical system input displacement and output displacement is K1, normal g-load be positive g when, due to steerable system be mounted on it is winged
Machine dorsal fin position (at fuselage upper surface), so leverage causes the displacement of head with respect to the shortening of fuselage are as follows:
ΔXr=Δ L/K1
The rudder rudder face degree of bias and the transmission ratio of head displacement are K in directional control system2, in this way, △ Xr head is displaced
The bias of the amount of rudder of generation is △ δr:
Δδr=Δ Xr×K2
It is also possible to according to the cockpit actuated position of the rudder face position retrospectively calculate aircraft of aircraft, while according to flying at this time
Rudder face position needed for machine balance, cockpit manipulation when can calculate aircraft balanced is displaced and steering force, meanwhile, when aircraft is big
When table speed flight, if horizontal course cockpit manipulation displacement when being zero, due to the influence of airframe and steerable system different distortion,
Aircraft Lateral course rudder face has the output of non-instruction, the off-set phenomenons such as sideslip and the rolling of non-instruction occurs so as to cause aircraft,
Can analytical calculation mechanical manoeuvring system is in the intracorporal method for arranging of machine through the invention, to minimize airframe and machine
Tool steerable system different distortion bring influences, to reduce the non-instruction off-set phenomenon of aircraft appearance.
Claims (5)
1. mechanical manoeuvring system influences aircraft balanced to determine method under aircraft flexible deformation, it is characterised in that: including following step
It is rapid:
Step 1: the requirement that resultant force is zero with resultant moment when being in equilibrium state according to aircraft, when calculating aircraft balanced it is longitudinal and transverse,
The rudder face degree of bias needed for course balances；
Step 2: the bias that calculating machine steerable system is deformed relative to aircraft；
Step 3: calculating cockpit manipulation displacement and the steering force of aircraft, and calculate trim ability.
2. mechanical manoeuvring system influences aircraft balanced to determine method, step under aircraft flexible deformation according to claim 1
The bias that calculating machine steerable system is deformed relative to aircraft described in rapid 2, further comprising the steps of:
Step 2.1: determining aircraft along fuselage linear deformation and aircraft along wing transversely deforming according to flight status；
Step 2.2: determining each installation point of aircraft mechanical manoeuvring system, shaft fulcrum with aircraft along fuselage linear deformation and aircraft
Spatial position change amount after wing transversely deforming；
Step 2.3: the two adjacent two opposite changes between installation point, shaft fulcrum aboard of calculating machine steerable system
Shape；
Step 2.4: by mechanical manoeuvring system all two adjacent relative deformations between installation point, shaft fulcrum aboard
Summation, it is final to determine that steerable system in the total deformation of current flight state, that is, determines and deviates the inclined of steerable system design theory value
From amount；
Step 2.5: the mechanical manoeuvring system data under current flight state are corrected in the deviation being calculated according to step 2.4.
3. mechanical manoeuvring system influences aircraft balanced to determine method under aircraft flexible deformation according to claim 1,
It is characterized in that: calculating cockpit manipulation displacement and the steering force of aircraft described in step 3, and calculate trim ability, specially basis
It is mechanical that the rudder face degree of bias needed for the aircraft balanced obtained in step 1 and step 2 calculate the aircraft determined under current flight state
Steerable system real-time revised true transmission ratio, priming amount data, calculate cockpit manipulation displacement and the steering force of aircraft, and count
Calculate trim ability.
4. mechanical manoeuvring system influences aircraft balanced to determine method under aircraft flexible deformation according to claim 1,
Be characterized in that: the requirement that resultant force is zero with resultant moment when being in equilibrium state according to aircraft described in step 1 calculates aircraft balanced
When longitudinal and transverse, course balance needed for the rudder face degree of bias；It needs at this time main in full flight profile, mission profile determined by overall aircraft master-plan
State of flight, weight center of gravity state, flap state, engine condition, flying speed, flying height including aircraft, foundation
It is longitudinal and transverse when considering aerodynamic data, Aircraft Quality characteristic, the dynamic characteristics data of aircraft flexible deformation, then calculating aircraft balanced
The rudder face degree of bias needed for course balances.
5. mechanical manoeuvring system influences aircraft balanced to determine method under aircraft flexible deformation according to claim 2,
Be characterized in that: the mechanical handling under current flight state is corrected in the deviation being calculated described in step 2.5 according to step 2.4
System data, the mechanical manoeuvring system data include revised true transmission ratio, priming amount data.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114228978A (en) * | 2021-12-27 | 2022-03-25 | 中国航空工业集团公司西安飞机设计研究所 | Airplane control system with balancing mechanism |
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Application publication date: 20190412 |