CN113942651A - Novel flight control device of SACCON type aircraft - Google Patents
Novel flight control device of SACCON type aircraft Download PDFInfo
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- CN113942651A CN113942651A CN202111102649.0A CN202111102649A CN113942651A CN 113942651 A CN113942651 A CN 113942651A CN 202111102649 A CN202111102649 A CN 202111102649A CN 113942651 A CN113942651 A CN 113942651A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plant in aircraft; Aircraft characterised thereby
- B64D27/02—Aircraft characterised by the type or position of power plant
- B64D27/16—Aircraft characterised by the type or position of power plant of jet type
- B64D27/18—Aircraft characterised by the type or position of power plant of jet type within or attached to wing
Abstract
The invention relates to a novel flight control device of an SACCON type aircraft, belonging to the field of flight control devices; the jet device comprises a jet cavity, a jet slit port and a coanda tail edge; the jet cavity is a cavity structure arranged in the wing, and the upper wall surface of the jet cavity is the inner surface of the upper skin of the wing; the rear wall surface of the jet cavity is positioned at one end, close to the front edge of the wing, in the wing, and is provided with a pressure nozzle which is used as a power source to provide compressed airflow for the jet device; the jet cavity is provided with a jet flow seam channel at the position close to the tail edge of the wing, and compressed airflow is ejected from the jet flow seam channel to realize jet flow vector propulsion; the outlet of the jet flow seam crossing is the jet flow seam crossing, and the lower surface of the jet flow seam crossing is in transition connection with the coanda tail edge through a step structure; the jet flow ejected from the jet flow seam flows along the coanda trailing edge to generate the coanda effect so as to realize the control effect on the aircraft. The jet device of the invention changes the surface pressure distribution of the aircraft and increases the pitching moment of the aircraft.
Description
Technical Field
The invention belongs to the field of flight control devices, and particularly relates to a novel flight control device of an SACCON type aircraft.
Background
With the continuous progress of aviation technology, researchers have developed new active control technologies to solve the problems caused by the traditional airplane control mode, wherein jet flight control technologies have been widely researched by various countries in the world recently. The jet flow flight control system generates jet flow by utilizing a jet flow generating device arranged on an aircraft or directly introducing air from an engine, and generates aerodynamic force and aerodynamic moment required by flight control by changing local or global streaming of the aircraft, thereby replacing a mechanical control surface and forming a similar 'virtual control surface' effect to realize the control of flight. Compared with a mechanical movable control surface, the jet flow flight control technology without the control surface can eliminate a large number of radar scattering sources such as bulges, gaps, sharp edges and the like on the airplane, improve the stealth performance and the pneumatic performance of the airplane, obviously reduce movable parts of the airplane and reduce the weight of the structure. The mechanical failure and maintenance workload of the airplane are greatly reduced, and the saved layout space can be loaded with more fuel or other loads. It can be foreseen that various jet flight control technologies can be reasonably and comprehensively utilized to completely replace all movable control surfaces on the airplane, and the maintainability, the economy and the reliability of the airplane are expected to be greatly improved, so that the technology has application value and wide prospect which are difficult to estimate in both the civil field and the military field. In the civil field, the aircraft can be applied to small and medium-sized navigation aircrafts, and has outstanding advantages in the aspects of improving the loading capacity, reducing the maintenance cost and the like. With the improvement of the technical development and the market acceptance in the future, the method is more expected to be applied to the civil aviation transportation field of large passenger planes and the like; in the military field, the unmanned aerial vehicle can be applied to an active-service fixed-wing unmanned aerial vehicle to improve the stealth, the range and the like of the unmanned aerial vehicle, and is expected to be applied to the next generation of fighters, remote bombers and the like in the future.
The jet flow type flight control technology is adopted to realize the mode without the control surface, and the modes mainly comprise two modes: one method is to change the direction of jet flow by changing the direction of a tail nozzle of an engine to realize thrust vectorization, and realize pitching control of the aircraft by utilizing a fluid type thrust vector. In addition, the high lift of the aircraft and maneuvering actions such as rolling, yawing, pitching and the like are realized by utilizing a cyclic control technology. Experimental and engineering applications of vector thrust control have been developed in the united states as early as 60's in the last century. A-6 attacking machine prototype, the tail nozzle of the machine can generate direct lift force when taking off and landing, and is used for improving the taking off and landing lift force and reducing the taking off and landing speed, but is not adopted by production models at last; a ray type attacker developed by Hocky West Delly company in the UK in the 60 th century is provided with a jet fan engine with 4 rotating vector nozzles, and the thrust of the engine can be converted into lift force; similar vectoring jets were used in soviet gazette-36 and later gazette-38. The vector spray pipe is characterized in that the thrust is directly converted into the lift force by a simple and rough method through rotating the spray nozzle to enable the sprayed airflow to vertically face downwards. The advantage is that simple structure has solved the awkward short distance take off and land problem that carrier-based aircraft faced with a relative simple method. But the defects are obvious, the problems of large thrust loss, large fuel consumption in the vertical take-off and landing process, small thrust in the flat flight process, and the like can be only used in the vertical take-off and landing process but not used for controlling the flight attitude.
The research on the circulation control technology is roughly divided into two stages, the first stage mainly occurs 30 years after the 20 th century, Englar, Abramson and the like mainly research the influence of geometrical parameters such as curved surface shape, nozzle height and the like of coanda on the wing lift-increasing effect, and Loth and the like research also generates larger lift by using the circulation control technology as the supplement of a mechanical control surface. In the coanda-based circulation control technology, the design of the fluidic device has a very large impact on circulation control. When the jet strength directly influences the attachment effect of the jet on the coanda tail edge, the coanda effect is not obvious when the strength is too low, and the coanda effect is failed when the strength is too high. The control effect is not enough when the jet flow is too small, and the power of the aircraft engine is lost when the jet flow is too large. In the coanda effect based circulation control device, the geometric shape, geometric parameters, jet strength and other parameters of the jet device are all required to be strict. In the case of an unreasonable design of the jet device, both the engine power is consumed and the aircraft drag increases. The research aim at this stage is mainly to improve the lift force of the wing by using a circulation control technology and realize short take-off and landing, but the verification machines such as A6 of the Grumman company have the problems of high engine bleed air quantity and resistance, and the technology is difficult to really apply to the practice.
Since the advent of the SACCON type unmanned aerial vehicle, the SACCON type unmanned aerial vehicle has been a popular research direction in the research aspect of unmanned fighters. Because the pitching of the flying wing type aircraft is unstable, if the lift force center (pressure center) is not close to the gravity center, the wings can turn around the transverse axis in flight. The aircraft with the flying wing layout is unstable, and once the flight progress and the attitude change, the pressure center moves, so that stable flight is difficult to maintain. Another obvious disadvantage is that the moment of pitching operation is small, and under the condition that the design size of the aircraft is certain, the balancing requirement is met only by increasing the size of the balancing control surface, and the increase of the size of the balancing control surface can generate larger balancing resistance; to meet the balancing capability requirement by changing the balancing moment requires shifting the mounting position of the control surfaces and, if necessary, changing the length of the fuselage, which changes the mounting position of the control surfaces and increases the length of the fuselage of the aircraft, which is the most important design parameter, causes an increase in the weight of the aircraft, which is the least desirable phenomenon for the designer. For a small trim calibration in horizontal flight the elevator is moved, which adds the disadvantage of a so-called large trim resistance, which is the small moment of the pitch manoeuvre. Therefore, the control effect of the traditional flaperon on the SACCON aircraft is often unsatisfactory, and the aerodynamic performance of the flying wing layout of the SACCON model is damaged, so that the weight of the aircraft and the length of the wing profile are increased. The jet flow flying control is actuated by a jet flow device to generate aerodynamic force and aerodynamic moment. The former requires a large change in flow field, while the latter requires only a weak disturbance to achieve flow control.
Disclosure of Invention
The technical problem to be solved is as follows:
in order to avoid the defects of the prior art, the invention provides a novel flight control device of an SACCON type aircraft, which improves the control mode of the traditional SACCON type aircraft through flaperons based on the coanda effect, and realizes better control of the SACCON type aircraft through the arrangement of an injection cavity, an injection slit opening and a coanda trailing edge.
The technical scheme of the invention is as follows: a novel flight control device of SACCON type aircraft, its characterized in that: the jet device comprises a jet cavity, a jet slit port and a coanda tail edge; the jet cavity is a cavity structure arranged in the wing, and the upper wall surface of the jet cavity is the inner surface of the upper skin of the wing; the rear wall surface of the jet cavity is positioned at one end, close to the front edge of the wing, in the wing, and is provided with a pressure nozzle which is used as a power source to provide compressed airflow for the jet device; the jet cavity is provided with a jet flow seam channel at the position close to the tail edge of the wing, and compressed airflow is ejected from the jet flow seam channel to realize jet flow vector propulsion; the lower wall surface of the jet flow cavity is smoothly contracted and transited to a jet flow seam;
the outlet of the jet flow seam crossing is the jet flow seam crossing, and the lower surface of the jet flow seam crossing is in transition connection with the coanda tail edge through a step structure; the coanda trailing edge is of a semi-cylindrical structure, the section of the coanda trailing edge parallel to the symmetrical plane of the aircraft is semi-circular, and the circle center of the coanda trailing edge is positioned at the midpoint of the upper end surface and the lower end surface of the wing trailing edge; the jet flow ejected from the jet flow seam flows along the coanda trailing edge to generate the coanda effect so as to realize the control effect on the aircraft.
The further technical scheme of the invention is as follows: the thickness of the skin accounts for 0.06% of the reference chord length of the aircraft.
The further technical scheme of the invention is as follows: the height of the jet flow seam crossing and the height of the step are equal, and the jet flow seam crossing and the height of the step occupy 0.05% of the reference chord length of the aircraft.
The further technical scheme of the invention is as follows: the radius of the coanda trailing edge accounts for 0.5% of the aircraft reference chord length.
The further technical scheme of the invention is as follows: the jet device is positioned between 40% and 60% of the span direction of the aircraft.
Advantageous effects
The invention has the beneficial effects that:
(1) the jet device of the invention improves the lift force of the aircraft;
(2) the jet device can change the shock wave position in the transonic state;
(3) the fluidic device of the present invention delays flow separation at the aircraft surface;
(4) the jet device of the invention changes the surface pressure distribution of the aircraft and increases the pitching moment of the aircraft.
With particular reference to the drawings, in fig. 7 the low-pressure area (blue) of the leading edge of the wing profile of the aircraft surface in the state of actuation of the jet system is significantly greater in extent than in fig. 6 in the inactive state of the jet device, the pressure being lower (blue deeper); the pressure of the whole airfoil middle section surface is reduced (the area of a blue area is increased); the airfoil trailing edge high pressure region disappears (the yellow region disappears). Under the action state of the jet device, the surface pressure of the aircraft is reduced in a large range, and the lift force of the aircraft is greatly improved.
Under the action state of the jet device, the range of the low-pressure area of the front edge is larger, and the pressure is lower; the high-pressure area range of the rear edge is smaller, and the pressure is larger; the resulting aerodynamic moment increases the pitch control moment of the vehicle-the "bow" of the vehicle.
The streamlines in FIG. 6 are dense at the trailing edge of the mid-section of the airfoil, illustrating that flow separation occurs in the inactive state of the fluidic device. In the state of the fluidic device in fig. 7, the trailing edge streamlines of the airfoil midsection are not gathered, which illustrates that the flow separation phenomenon is inhibited in the state of the fluidic device in motion.
The lift coefficient is obviously improved under the action state of the jet system as can be obviously observed by the curve diagram of the lift coefficient in the figure 8.
In the state of the fluidic device being actuated, the pitch moment coefficient line graph in fig. 9 shows that the smaller the pitch moment (the aircraft is lowering, and the pitch moment coefficient is negative), the more obvious the aircraft lowering control effect is.
Drawings
FIG. 1 is a SACCON type aircraft profile;
FIG. 2 is a schematic view of the installation range of the fluidic device in the middle section of an aircraft wing profile;
FIG. 3 is a schematic view of a fluidic slot of the fluidic device;
FIG. 4 is a cross-sectional view of the fluidic device;
FIG. 5 is a three-dimensional enlarged view of the orifice opening and coanda trailing edge of the fluidic device;
FIG. 6 is a cloud plot of the surface streamlines and pressure coefficients of the aircraft with the fluidic devices inactive;
FIG. 7 is a cloud chart of the surface streamlines and pressure coefficients of the aircraft in the active state of the fluidic device;
FIG. 8 is a line graph of lift coefficient of the aircraft at different states;
FIG. 9 is a line graph of the moment coefficients of the aircraft in different states.
Description of reference numerals: 1. the aircraft comprises a skin, 2. a jet flow seam, 3. a step on the lower surface of a jet flow seam opening, 4. a coanda tail edge, 5. an upper wall surface of a jet flow cavity, 6. an upper surface of an aircraft, 7. a rear wall surface of the jet flow cavity, 8. a lower wall surface of the jet flow cavity, 9. the jet flow cavity, 10. a wing tip, 11. a wing section middle section and 12. a wing root.
Detailed Description
The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
In the embodiment, the SACCON type unmanned aerial vehicle has an airfoil sweep angle of 53 degrees, a reference length of 1m and a reference area of 3.35m2The distance from the most front end of the aircraft to the moment center is 1.78m, and the half-span length of the aircraft is 1.60 m.
Referring to fig. 4, the novel flight control device of the SACCON type aircraft comprises a jet device arranged on a wing, wherein the jet device comprises a jet cavity 9, a jet flow seam and a coanda trailing edge 4; the jet cavity 9 is a cavity structure arranged in the wing, and the upper wall surface 5 of the jet cavity is the inner surface of the upper skin 1 of the wing; the rear wall surface 7 of the jet cavity is positioned at one end, close to the front edge of the wing, in the wing, and is provided with a pressure nozzle which is used as a power source to provide compressed airflow for the jet device; the jet cavity 9 is provided with a jet flow seam channel 2 at the tail edge close to the wing, and compressed air flow is ejected from the jet flow seam channel 2 to realize jet flow vector propulsion; the lower wall surface 8 of the jet flow cavity is smoothly contracted and transited to a jet flow seam;
referring to fig. 3, the outlet of the jet slit passage is the jet slit passage, and the lower surface of the jet slit passage is in transitional connection with the coanda trailing edge through a step 3; the coanda trailing edge 4 is of a semi-cylindrical structure, the section of the coanda trailing edge parallel to the symmetrical plane of the aircraft is semi-circular, and the circle center of the coanda trailing edge is positioned at the midpoint of the upper end surface and the lower end surface of the wing trailing edge; the jet flow ejected from the jet flow seam flows along the coanda trailing edge to generate the coanda effect so as to realize the control effect on the aircraft.
And the jet devices are arranged on two sides of the aircraft wing and are positioned between 40% and 60% of the aircraft span direction. The jet device is arranged at the middle section 11 of the wing profile of the aircraft, wherein the skin is 1.068mm, the height of the jet flow seam is 0.89mm, the height of the step is 0.89mm, and the radius of the coanda trailing edge is 8.9 mm. And modifying the trailing edge of the middle section of the wing profile of the aircraft according to the geometrical structure and the parameters according to the data in the middle section of the wing profile of the aircraft.
Jet intensity setting scheme: p is calculated according to the following formula0And total temperature T0(UjetAs the jet velocity, MajetNozzle mach number):
Pr＝(P0/P∞) (known)
Wherein, P∞: far field incoming flow pressure, p0: pressure inlet pressure, T, of the jet chamber0: total temperature of the pressure inlet of the jet cavity, Pr: the jet pressure ratio is good in jet control effect when Pr is 3-4 according to experience, and the numerical value of the jet pressure ratio can be changed according to control requirements.
According to the analysis of the calculation result, the jet device adopting the parameters has obvious control effect on the aircraft when the jet pressure ratio is in the range of 0-5; ensuring that the jet flow can not break away from the coanda trailing edge under a higher pressure ratio; the additional installation of the jet device does not bring extra resistance to the aircraft.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made in the above embodiments by those of ordinary skill in the art without departing from the principle and spirit of the present invention.
Claims (5)
1. A novel flight control device of SACCON type aircraft, its characterized in that: the jet device comprises a jet cavity, a jet slit port and a coanda tail edge; the jet cavity is a cavity structure arranged in the wing, and the upper wall surface of the jet cavity is the inner surface of the upper skin of the wing; the rear wall surface of the jet cavity is positioned at one end, close to the front edge of the wing, in the wing, and is provided with a pressure nozzle which is used as a power source to provide compressed airflow for the jet device; the jet cavity is provided with a jet flow seam channel at the position close to the tail edge of the wing, and compressed airflow is ejected from the jet flow seam channel to realize jet flow vector propulsion; the lower wall surface of the jet flow cavity is smoothly contracted and transited to a jet flow seam;
the outlet of the jet flow seam crossing is the jet flow seam crossing, and the lower surface of the jet flow seam crossing is in transition connection with the coanda tail edge through a step structure; the coanda trailing edge is of a semi-cylindrical structure, the section of the coanda trailing edge parallel to the symmetrical plane of the aircraft is semi-circular, and the circle center of the coanda trailing edge is positioned at the midpoint of the upper end surface and the lower end surface of the wing trailing edge; the jet flow ejected from the jet flow seam flows along the coanda trailing edge to generate the coanda effect so as to realize the control effect on the aircraft.
2. The new flight control device of an aircraft of the SACCON type according to claim 1, characterized in that: the thickness of the skin accounts for 0.06% of the reference chord length of the aircraft.
3. The new flight control device of an aircraft of the SACCON type according to claim 1, characterized in that: the height of the jet flow seam crossing and the height of the step are equal, and the jet flow seam crossing and the height of the step occupy 0.05% of the reference chord length of the aircraft.
4. The new flight control device of an aircraft of the SACCON type according to claim 1, characterized in that: the radius of the coanda trailing edge accounts for 0.5% of the aircraft reference chord length.
5. The new flight control device of an aircraft of the SACCON type according to claim 1, characterized in that: the jet device is positioned between 40% and 60% of the span direction of the aircraft.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111102649.0A CN113942651A (en) | 2021-09-21 | 2021-09-21 | Novel flight control device of SACCON type aircraft |
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| CN202111102649.0A CN113942651A (en) | 2021-09-21 | 2021-09-21 | Novel flight control device of SACCON type aircraft |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114906316A (en) * | 2022-04-15 | 2022-08-16 | 西华大学 | Supersonic blowing circular quantity trailing edge device and aircraft |
| CN115320879A (en) * | 2022-10-14 | 2022-11-11 | 中国空气动力研究与发展中心低速空气动力研究所 | Design method for annular control wing type trailing edge coanda profile |
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| CN111532419A (en) * | 2020-04-03 | 2020-08-14 | 中国空气动力研究与发展中心低速空气动力研究所 | Ring volume control unit for improving supersonic coanda jet flow adhesion pressure ratio |
| CN112572773A (en) * | 2020-12-17 | 2021-03-30 | 中国人民解放军国防科技大学 | Wing lift increasing device and wing lift increasing method |
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