An inlet lip that can enhance and adjust the directional stability of a tailless layout aircraft

Abstract

The invention discloses an air inlet lip for improving and adjusting course stability of double-engine wing-body blending tailless configuration, which aims at solving the problems of poor course stability and neutral stability or instability of the existing wing-body blending tailless configuration. The existing common method using a vertical stabilizer for improving the course stability has the problem of increasing of the configuration radar scattering area; the method of increasing the sweepback of a main wing is restricted by the pneumatic efficiency and the structure strength, so the problem of insufficient course stability of the wing-body blending tailless configuration cannot be solved. The air inlet lip has the advantage that on the basis of the symmetric double engines commonly adopted by the wing-body blending tailless configuration, a new oblique type air inlet lip along the unfolding direction is designed, so the air inlet amounts of the engines at the two sides are different when the aircraft generates sideslip because of disturbance, and are increased along with the increase of the sideslip angle, the thrusts of the engines at the two sides are also different, a restoring moment is generated, and an aircraft nose points the incoming flow again.

Description

technical field

[0001] The invention relates to the field of aircraft, in particular to an air intake lip capable of enhancing and adjusting the directional stability of a double-engine wing-body fusion tailless layout. Background technique

[0002] Flying farther, higher, and more fuel-efficient is the main goal of civil aviation passenger aircraft, as well as military and civilian transport aircraft and some military aircraft designs. The current layout of large passenger aircraft adopts the traditional layout method of wing plus cylindrical fuselage plus vertical tail and horizontal tail. Whether it is Boeing's passenger plane, Airbus's passenger plane, or even transport aircraft of different purposes, this method is adopted. layout. After decades of research and development, the performance potential of this layout has almost been fully exploited, and its aerodynamic performance is difficult to greatly improve.

[0003] In order to achieve the goal of greatly improving...

Examples

Embodiment 1

[0073] This embodiment is based on the wing-body fusion tailless large passenger aircraft layout.

[0074] 1. The layout looks like figure 2 As shown, the current directional stability of this layout is calculated to be -0.000064, even though the layout already has two vertical stabilizers with winglets. According to the overall design requirements of the aircraft, it is necessary to achieve a heading stability of -0.01 during the take-off and landing phase, and the heading stability of the aircraft itself is almost negligible. ;

[0075] 2. The maximum thrust of the engine is 90 tons, the distance between the two engines is 40m, the layout wingspan is 66m, and the take-off and landing Mach number is 0.2, then the flow difference required to generate a yaw moment of -0.01 is: 0.36Ф, Ф is the engine Intake flow without sideslip.

[0076] 3. The required maximum inclination angle is 60°;

[0077] 4. The calculated heading stability during takeoff and landing is -0.0118, mee...

technical field

[0001] The invention relates to the field of aircraft, in particular to an air intake lip capable of enhancing and adjusting the directional stability of a double-engine wing-body fusion tailless layout. Background technique

[0002] Flying farther, higher, and more fuel-efficient is the main goal of civil aviation passenger aircraft, as well as military and civilian transport aircraft and some military aircraft designs. The current layout of large passenger aircraft adopts the traditional layout method of wing plus cylindrical fuselage plus vertical tail and horizontal tail. Whether it is Boeing's passenger plane, Airbus's passenger plane, or even transport aircraft of different purposes, this method is adopted. layout. After decades of research and development, the performance potential of this layout has almost been fully exploited, and its aerodynamic performance is difficult to greatly improve.

[0003] In order to achieve the goal of greatly improving...

Examples

Embodiment 1

[0073] This embodiment is based on the wing-body fusion tailless large passenger aircraft layout.

[0074] 1. The layout looks like figure 2 As shown, the current directional stability of this layout is calculated to be -0.000064, even though the layout already has two vertical stabilizers with winglets. According to the overall design requirements of the aircraft, it is necessary to achieve a heading stability of -0.01 during the take-off and landing phase, and the heading stability of the aircraft itself is almost negligible. ;

[0075] 2. The maximum thrust of the engine is 90 tons, the distance between the two engines is 40m, the layout wingspan is 66m, and the take-off and landing Mach number is 0.2, then the flow difference required to generate a yaw moment of -0.01 is: 0.36Ф, Ф is the engine Intake flow without sideslip.

[0076] 3. The required maximum inclination angle is 60°;

[0077] 4. The calculated heading stability during takeoff and landing is -0.0118, mee...

Images