Method for determining maximum hinge moment of flaperon in airplane scheme design stage

Abstract

According to the method for determining the maximum hinge moment of the flaperon in the aircraft scheme design stage, the corresponding state of the maximum hinge moment of the flaperon under the landing configuration and the corresponding state of the maximum hinge moment of the flaperon under the cruise type are analyzed and determined; the maximum flaperon hinge moment of the landing configuration and the maximum flaperon hinge moment of the cruising configuration are calculated, the larger value is used as the maximum flaperon hinge moment, high calculation efficiency and accuracy are achieved, in the aircraft scheme design stage, wind tunnel tests do not need to be carried out, and the design efficiency is improved. A large amount of calculation of the hinge moment of the full-envelope full-configuration wing is not needed, the available flaperon maximum hinge moment is rapidly obtained, and the design of a flaperon actuator is supported.

Description

Technical Field

[0001] The present application belongs to the technical field of aircraft scheme design, and specifically relates to a method for determining the maximum hinge moment of a flaperon during an aircraft scheme design stage. Background Art

[0002] The maximum hinge torque of the aircraft flaperon has a great influence on the design of the flaperon actuator. It not only determines the weight and size of the flaperon actuator, but also affects the layout of the flaperon actuator in the aircraft. Determining the maximum hinge torque of the flaperon is an important task in aircraft design.

[0003] At present, the flaperon hinge moment coefficient is mostly obtained by wind tunnel test, and a large number of calculations are performed on the flaperon hinge moment during different maneuvers in various configurations of the aircraft's full flight envelope, and the maximum value is taken as the maximum flaperon hinge moment. This technical solution is complex to calculate, and requires the design input of the aircraft's full flight envelope and a large amount of benchmark aerodynamic data and all data of the flaperon hinge moment coefficient. However, in the aircraft design stage, without conducting wind tunnel tests, there is a lack of comprehensive and detailed flaperon hinge moment coefficients and a large amount of benchmark aerodynamic data, making it difficult to calculate a reliable flaperon maximum hinge moment.

[0004] This application is proposed in view of the above-mentioned technical defects. Summary of the invention

[0005] The purpose of the present application is to provide a method for determining the maximum hinge moment of a flaperon during the aircraft concept design stage, so as to overcome or alleviate at least one of the known technical defects.

[0006] The technical solution of this application is:

[0007] A method for determining the maximum hinge moment of a flaperon in an aircraft concept design stage, comprising:

[0008] The flaperon deflection is taken as the maximum flaperon deflection and the speed is taken as the design flaperon speed as the corresponding state of the maximum flaperon hinge moment in the landing configuration, and the maximum flaperon hinge moment in the landing configuration is calculated;

[0009] The flaperon deflection is 0.3 to 0.35 times of the maximum positive deflection of the flaperon at low speed and the speed is the design dive speed, which is taken as the corresponding state of the maximum flaperon hinge moment under the cruise configuration. The maximum flaperon hinge moment under the cruise configuration is calculated.

[0010] Compare the maximum flaperon hinge moment of the landing configuration and the maximum flaperon hinge moment of the cruise configuration. If the maximum flaperon hinge moment of the landing configuration is greater than the maximum flaperon hinge moment of the cruise configuration, the maximum flaperon hinge moment of the landing configuration shall be taken as the maximum flaperon hinge moment; if the maximum flaperon hinge moment of the cruise configuration is greater than the maximum flaperon hinge moment of the landing configuration, the maximum flaperon hinge moment of the cruise configuration shall be taken as the maximum flaperon hinge moment.

[0011] Optionally, in the above-mentioned method for determining the maximum hinge moment of the flaperon in the aircraft scheme design stage, when calculating the maximum hinge moment of the flaperon in the landing configuration, the aircraft angle of attack is taken as the angle of attack corresponding to the maximum overload at the design flaperon speed.

[0012] Optionally, in the above-mentioned method for determining the maximum hinge moment of the flaperon in the aircraft scheme design stage, when calculating the maximum hinge moment of the flaperon in the cruise configuration, the aircraft angle of attack is taken as the angle of attack corresponding to the maximum overload at the design dive speed.

[0013] Optionally, in the above-mentioned method for determining the maximum hinge moment of the flaperon in the aircraft scheme design stage, when calculating the maximum flaperon hinge moment of the cruise configuration, the corresponding state of the maximum flaperon hinge moment in the cruise configuration, the flaperon deflection is 1 / 3 of the maximum positive deflection of the flaperon at low speed.

[0014] Optionally, in the above-mentioned method for determining the maximum hinge moment of the flaperon in the aircraft scheme design stage, the maximum hinge moment of the flaperon in the landing configuration is calculated, specifically in terms of M h =C h qs δ b δ Calculate, where:

[0015] M h is the flaperon hinge moment;

[0016] C h is the flaperon hinge moment coefficient, is the aircraft angle of attack α, flaperon deflection δ j Function of

[0017] s δ is the flaperon reference area;

[0018] b δ Flaperon reference length;

[0019] q is the aircraft speed pressure.

[0020] Optionally, in the above-mentioned method for determining the maximum hinge moment of the flaperon in the aircraft design stage, when calculating the maximum hinge moment of the flaperon in the landing configuration, the flaperon reference length b δ Take the average chord length of the flaperon.

[0021] Optionally, in the above-mentioned method for determining the maximum flaperon hinge moment in the aircraft design stage, when calculating the maximum flaperon hinge moment of the landing configuration, the flaperon hinge moment coefficient C h Take the aircraft angle of attack α, flaperon deflection δ j function.

[0022] Optionally, in the above-mentioned method for determining the maximum hinge moment of the flaperon in the aircraft scheme design stage, the maximum hinge moment of the flaperon in the cruise configuration is calculated, specifically in terms of M h =C h qs δ b δ Calculate, where:

[0023] M h is the flaperon hinge moment;

[0024] C h is the flaperon hinge moment coefficient;

[0025] s δ is the flaperon reference area;

[0026] b δ Flaperon reference length;

[0027] q is the aircraft speed pressure.

[0028] Optionally, in the above-mentioned method for determining the maximum hinge moment of the flaperon in the aircraft design stage, when calculating the maximum hinge moment of the flaperon in the cruise configuration, the flaperon reference length b δ Take the average chord length of the flaperon.

[0029] Optionally, in the above-mentioned method for determining the maximum flaperon hinge moment in the aircraft design stage, when calculating the maximum flaperon hinge moment of the landing configuration, the flaperon hinge moment coefficient C h Take the aircraft angle of attack α, flaperon deflection δ j function.

[0030] This application has at least the following beneficial technical effects:

[0031] A method for determining a maximum hinge moment of a flaperon in an aircraft scheme design stage is provided. The corresponding state of the maximum hinge moment of the flaperon in a landing configuration and the corresponding state of the maximum hinge moment of the flaperon in a cruise configuration are determined by analysis, and then the maximum hinge moment of the flaperon in the landing configuration and the maximum hinge moment of the flaperon in the cruise configuration are calculated. The larger value is used as the maximum hinge moment of the flaperon. The method has high calculation efficiency and accuracy. In the aircraft scheme design stage, the method can quickly obtain the available maximum hinge moment of the flaperon without conducting wind tunnel tests or a large number of calculations of the hinge moments of the wings of the full envelope and full configuration, thereby supporting the design of a flaperon actuator. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It is a schematic diagram provided in an embodiment of the present application. DETAILED DESCRIPTION

[0033] In order to make the technical solution and advantages of the present application clearer, the technical solution of the present application will be described in further detail in detail and in detail with reference to the accompanying drawings. It can be understood that the specific embodiments described here are only partial embodiments of the present application, which are only used to explain the present application, not to limit the present application. It should be noted that, for the convenience of description, only the parts related to the present application are shown in the accompanying drawings, and other related parts can refer to the general design.

[0034] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of this application should be the common meanings understood by those skilled in the art in the field to which this application belongs. The term "include" used in the description of this application means that the elements or objects appearing before the term include the elements or objects listed after the term and their equivalents, but do not exclude other elements or objects.

[0035] The calculation formula of the aircraft flaperon hinge moment is as follows:

[0036] M h =C h (α、δ j )qs δ b δ ;

[0037] in,

[0038] M h is the flaperon hinge moment;

[0039] C h is the flaperon hinge moment coefficient, is the aircraft angle of attack α, flaperon deflection δ j The function can be determined by looking up a table or experiment;

[0040] s δ is the flaperon reference area, which can be determined based on experience and tests;

[0041] b δ The reference length of the flaperon can be taken as the average chord length;

[0042] q is the aircraft speed pressure.

[0043] From the above, we can know that in the flaperon reference area s δ 、Flapieron reference length b δ Under certain circumstances, determining the maximum hinge moment of the aircraft flaperon is to determine the maximum flaperon hinge moment coefficient C h And its aircraft speed pressure q.

[0044] The aircraft flaperon has the functions of both aileron and flap, so both flap and aileron functions must be considered when calculating the maximum hinge moment. The aircraft flaperon hinge moment coefficient increases with the increase of the aircraft angle of attack and flaperon deflection. When the aircraft maneuvers longitudinally, the aircraft angle of attack increases. For the flaperon hinge, the extreme value of the chain moment coefficient occurs at the angle of attack corresponding to the extreme overload.

[0045] After analysis, the extreme value of the flaperon hinge moment coefficient occurs in the following states:

[0046] The aircraft angle of attack is the angle of attack corresponding to the extreme overload;

[0047] The flaperon deflection is the maximum deflection, and the speed is the design flaperon speed V F ;

[0048] The flaperon deflection is 0.3 to 0.35 times the maximum positive deflection of the flaperon at low speed (considering that the flaperon deflects with speed, it is taken as 1 / 3 based on model experience), and the speed is the design dive speed V D .

[0049] In the aircraft design stage, the landing configuration can be calculated, and the speed is the design flaperon speed V F The maximum flaperon hinge moment, and the speed under the cruise configuration is the design dive speed V D The maximum flaperon hinge moment of , the larger value of which is used as the maximum flaperon hinge moment. Based on this, the embodiment of the present application provides a method for determining the maximum flaperon hinge moment in the aircraft scheme design stage, such as Figure 1 shown.

[0050] Step 1: Taking the flaperon deflection as the maximum flaperon deflection and the speed as the design flaperon speed as the corresponding state of the maximum flaperon hinge moment in the landing configuration, taking the aircraft angle of attack as the angle of attack corresponding to the maximum overload when the design flaperon speed is used, calculate the maximum flaperon hinge moment in the landing configuration;

[0051] Step 2: Taking the flaperon deflection as 0.3 to 0.35 times of the maximum positive deflection of the flaperon at low speed, preferably 1 / 3, and the speed as the design dive speed, as the corresponding state of the maximum flaperon hinge moment in the cruise configuration, taking the angle of attack of the aircraft as the angle of attack corresponding to the maximum overload when the design dive speed is taken, and calculating the maximum flaperon hinge moment in the cruise configuration;

[0052] Step 3: Compare the maximum flaperon hinge moment of the landing configuration and the maximum flaperon hinge moment of the cruise configuration, and take the larger value as the maximum flaperon hinge moment, that is, if the maximum flaperon hinge moment of the landing configuration is greater than the maximum flaperon hinge moment of the cruise configuration, the maximum flaperon hinge moment of the landing configuration is taken as the maximum flaperon hinge moment; if the maximum flaperon hinge moment of the cruise configuration is greater than the maximum flaperon hinge moment of the landing configuration, the maximum flaperon hinge moment of the cruise configuration is taken as the maximum flaperon hinge moment.

[0053] In a specific example, the aircraft flaperon reference area S δ =2.2m 2 , flaperon reference length b δ =0.8m 2 The maximum hinge moment of the flaperon is determined by the method for determining the maximum hinge moment of the flaperon in the aircraft scheme design stage disclosed in the above embodiment, as follows:

[0054] Step 1: Design flaperon speed V with maximum flaperon deflection of 30° F =300km / h, as the corresponding state of the maximum flaperon hinge moment in the landing configuration, take the design flaperon speed V F = The angle of attack corresponding to the maximum overload of 2g at 300km / h is 8°, and the corresponding hinge moment coefficient C is calculated h (α、δ j )=0.25, and then M h =C h (α、δ j )qs δ b δ The calculated maximum flaperon hinge moment in the landing configuration is 1872 N.m.

[0055] Step 2: The flaperon deflection is 1 / 3 of the flaperon's maximum positive deflection at low speed (10°) and the design dive speed V D = 600km / h, as the corresponding state of the maximum flaperon hinge moment in the cruise configuration, take the design dive speed V D = The angle of attack corresponding to the maximum overload of 2.5g at 600km / h is 4°, and the corresponding hinge moment coefficient C is calculated h (α、δ j )=-0.11, and then M h =C h (α、δ e )qs δ b δ The calculated maximum flaperon hinge torque of the cruise type is 3294N.m.

[0056] Step 3: Compare the maximum flaperon hinge moment of the landing configuration (1872 N.m) and the maximum flaperon hinge moment of the cruise configuration (3294 N.m), and take the larger value (3294 N.m) as the maximum flaperon hinge moment.

[0057] In the method for determining the maximum hinge moment of the flaperon in the aircraft scheme design stage provided in the above embodiment, the corresponding state of the maximum flaperon hinge moment in the landing configuration and the corresponding state of the maximum flaperon hinge moment in the cruise configuration are determined by analysis, and then the maximum flaperon hinge moment of the landing configuration and the maximum flaperon hinge moment of the cruise configuration are calculated, and the larger value is used as the maximum flaperon hinge moment. It has high calculation efficiency and accuracy, and does not need to carry out wind tunnel tests or a large number of calculations of the hinge moments of the full envelope and full configuration wings in the aircraft scheme design stage, and the available maximum flaperon hinge moment can be quickly obtained to support the design of the flaperon actuator.

[0058] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of the present application is obviously not limited to these specific embodiments. Without departing from the principles of the present application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the scope of protection of the present application.

Claims

1. A method for determining the maximum hinge moment of a flaperon in the aircraft concept design stage, characterized in that: include: The flaperon deflection is taken as the maximum flaperon deflection and the speed is taken as the design flaperon speed as the corresponding state of the maximum flaperon hinge moment in the landing configuration, and the maximum flaperon hinge moment in the landing configuration is calculated; The flaperon deflection is 0.3 to 0.35 times of the maximum positive deflection of the flaperon at low speed and the speed is the design dive speed, which is taken as the corresponding state of the maximum flaperon hinge moment under the cruise configuration. The maximum flaperon hinge moment under the cruise configuration is calculated. Compare the maximum flaperon hinge moment of the landing configuration and the maximum flaperon hinge moment of the cruise configuration. If the maximum flaperon hinge moment of the landing configuration is greater than the maximum flaperon hinge moment of the cruise configuration, the maximum flaperon hinge moment of the landing configuration shall be taken as the maximum flaperon hinge moment. If the cruise type maximum flaperon hinge moment is greater than the landing configuration maximum flaperon hinge moment, the cruise type maximum flaperon hinge moment shall be taken as the maximum flaperon hinge moment.

2. The method for determining the maximum hinge moment of a flaperon in the aircraft scheme design stage according to claim 1, characterized in that: When calculating the maximum flaperon hinge moment in the landing configuration, take the aircraft angle of attack as the angle of attack corresponding to the maximum overload at the design flaperon speed.

3. The method for determining the maximum hinge moment of a flaperon in the aircraft scheme design stage according to claim 1, characterized in that: When calculating the maximum flaperon hinge moment in the cruise configuration, the aircraft angle of attack is taken as the angle of attack corresponding to the maximum overload at the design dive speed.

4. The method for determining the maximum hinge moment of a flaperon in the aircraft scheme design stage according to claim 1, characterized in that: When calculating the maximum flaperon hinge moment in the cruise configuration, the corresponding state of the maximum flaperon hinge moment in the cruise configuration is that the flaperon deflection is 1 / 3 of the maximum positive deflection of the flaperon at low speed.

5. The method for determining the maximum hinge moment of a flaperon in the aircraft scheme design stage according to claim 1, characterized in that: Calculate the maximum flaperon hinge moment in the landing configuration, specifically in M h =C h qs δ b δ Calculate, where: M h is the flaperon hinge moment; C h is the flaperon hinge moment coefficient, is the aircraft angle of attack α, flaperon deflection δ j Function of s δ is the flaperon reference area; b δ Flaperon reference length; q is the aircraft speed pressure.

6. The method for determining the maximum hinge moment of a flaperon in the aircraft concept design stage according to claim 5, characterized in that: When calculating the maximum flaperon hinge moment in the landing configuration, the flaperon reference length b δ Take the average chord length of the flaperon.

7. The method for determining the maximum hinge moment of a flaperon in the aircraft concept design stage according to claim 5, characterized in that: When calculating the maximum flaperon hinge moment in the landing configuration, the flaperon hinge moment coefficient C h Take the aircraft angle of attack α, flaperon deflection δ j function.

8. The method for determining the maximum hinge moment of a flaperon in the aircraft concept design stage according to claim 1, characterized in that: Calculate the maximum flaperon hinge moment in cruise configuration, specifically in M h =C h qs δ b δ Calculate, where: M h is the flaperon hinge moment; C h is the flaperon hinge moment coefficient; s δ is the flaperon reference area; b δ Flaperon reference length; q is the aircraft speed pressure.

9. The method for determining the maximum hinge moment of a flaperon in the aircraft concept design stage according to claim 8, characterized in that: When calculating the maximum flaperon hinge moment in cruise configuration, the flaperon reference length b δ Take the average chord length of the flaperon.

10. The method for determining the maximum hinge moment of a flaperon in the aircraft concept design stage according to claim 8, characterized in that: When calculating the maximum flaperon hinge moment in the landing configuration, the flaperon hinge moment coefficient C h Take the aircraft angle of attack α, flaperon deflection δ j function.

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