Jet rudder surface of a wing-body fusion aircraft

Abstract

A jet rudder surface of an aircraft with integrated wing body layout. The rudder surface is located at the rear of the fuselage, and is retracted and retracted through a driving mechanism, so as to be coupled with the jet flow of the engine in front of it, and significantly improve the nose-up moment of the aircraft during takeoff and landing. Compared with the conventional tail rudder surface of wing-body fusion layout, the present invention has higher rudder surface efficiency and can significantly increase the available nose-up moment. At the same time, due to the longer moment arm, the required nose-up moment can be achieved with a small lift loss, and the overall adverse effect on the take-off and landing performance is small. The design of the drive mechanism that can be inserted into the body will not affect the cruise performance.

Description

technical field [0001] The invention relates to the design of a longitudinal control rudder surface of an aircraft with a wing-body fusion layout, in particular to a jet flow rudder surface located at the rear of an aircraft body. Background technique [0002] Compared with the conventional layout, the wing-body fusion layout aircraft cancels the control surfaces such as the flat tail. Due to the flat lift body design, the smooth transition between the fuselage and the wings greatly reduces the overall wetted area and reduces the drag. The aerodynamic efficiency is significantly improved, which is one of the research hotspots in the future aircraft layout. [0003] One of the main challenges in the design of aircraft with integrated wing-body layout is the lack of longitudinal control capability caused by the cancellation of the horizontal tail, especially when taking off and landing at low speeds, the trim pressure of nose-down moment is relatively high, often accompanied b...

AI Technical Summary

Problems solved by technology

Although the above-mentioned control methods are helpful to improve the nose-up moment during take-off and landing, there are still many problems: the abdominal spoiler is a rudder surface arranged on the lower surface of the fuselage. By increasing the lift in front of the center of gravity of the fuselage, the The lift force decreases, the overall lift force increases and the nose-up moment of the whole machine is increased at the same time. In its working state, the resistance of the whole machine will increase significantly, which puts extremely high requirements on the engine thrust. At the same time, the torque that can be provided is relatively limited. The combination of two surfaces meets the control requirements of the aircraft; the vertical tail stabilizer surface is arranged on the upper part of the vertical tail at both ends, through its symmetrical deflection, it can provide the nose-up moment without affecting the lift force, and will not introduce additional yaw moment, but its The nose-up moment that can be provided is positively correlated with the drag increment, and a large nose-up moment will also bring a large resistance cost; the canard is arranged in front of the wing, which acts like a flat tail, and can provide the nose-up moment while increasing the lift. But at the same time, it increases the cruising resistance of the whole aircraft and deteriorates the static stability of the whole aircraft, especially the wing-body fusion layout itself has a low static stability margin or is even statically unstable.

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