A rotating body aircraft based on a new type of flap control surface

Abstract

A rotating body aircraft based on a new type of flap control surface is a rotating body aircraft based on a spherical-cone configuration. The aircraft is equipped with a new type of flap control control surface. By designing four X-shaped distributed flaps at the tail of the rotating body aircraft, and using the flaps as the aircraft's full-moving control surfaces, the aircraft can obtain maneuvering flight capabilities at hypersonic speeds by flap deflection. The new type of flap control surface replaces the conventional tail layout scheme, which helps to alleviate or eliminate the aerodynamic interference and aerodynamic heating problems existing in the conventional tail layout scheme, and effectively increases the loading space inside the aircraft. In the present invention, the new type of flap control rudder is installed at the bottom of the rotating body fuselage. The flow of the flap control surface in a hypersonic environment will not affect the flow of the upstream rotating body fuselage. The flap control surface has little aerodynamic interference on the aircraft fuselage, effectively avoiding the problem of mutual interference between the body and the wing of the conventional rotating body tail layout.

Description

Technical Field

[0001] The invention discloses a rotating body aircraft based on a novel flap control surface, and belongs to the field of aerodynamic layout design of hypersonic aircraft. Background Art

[0002] Ballistic missiles are the foundation for a country to maintain its medium and long-range strike capability and are the focus of weapons and equipment research and development by major military powers in the world. With the rapid development of anti-missile technology in recent years, the inertial reentry flight of traditional ballistic missiles has been difficult to break through the interception of current anti-missile systems. Currently, countries around the world are seeking more maneuverable and more powerful reentry weapon systems. Therefore, it is urgent to develop a new type of reentry vehicle with high maneuverability.

[0003] Conventional reentry vehicles are mostly in a spherical-conical configuration. Currently, this type of vehicle mainly achieves stable flight by rotating itself or setting up a tail. Since the vehicle cannot gain maneuverability through its own rotation, the maneuvering flight of this type of vehicle is achieved by setting up a tail, which mostly adopts a four-piece "cross" or "×" tail layout. Trailing edge rudders are arranged on the trailing edge of the tail, and better three-channel (pitch, yaw, roll) effective control torques can be obtained during the reentry flight phase, thereby achieving maneuverable flight of the reentry vehicle.

[0004] However, since the tail is installed in the middle and rear part of the aircraft, the flow interference between the tail and the rear body of the aircraft is very serious at hypersonic speed, which has a serious impact on the overall aerodynamic performance of the aircraft. In a high Mach number environment, the aerodynamic heating of the leading edge of the tail is particularly serious, and the thermal protection problem of its leading edge is very prominent. Although the thermal protection pressure of the trailing edge rudder surface is relatively small, the rudder shaft will still have obvious thermal load problems at high angles of attack, which will have an adverse effect on the safety and effectiveness of the rudder. In addition, under the premise of a given external envelope, the four tails of the rotating body aircraft will greatly reduce the actual space of the fuselage, which will bring difficulties to the loading of the internal mechanism, and at the same time reduce the amount of charge, limiting the destructive power of the weapon. Summary of the invention

[0005] The technical problem solved by the present invention is: to overcome the deficiencies of the prior art and invent a rotating body aircraft based on a new type of flap control surface. Based on the rotating body aircraft with a spherical-conical configuration, a new type of flap control control surface is designed to replace the conventional tail layout scheme. The aircraft with the new flap control surface has stable aerodynamic performance and low thermal protection pressure, and can realize maneuverable flight of the aircraft. The new flap control surface has a compact structure, which can effectively improve the loading capacity of the aircraft, and help to reduce or eliminate the aerodynamic interference and aerodynamic heating problems existing in the conventional tail layout scheme, and improve the limitation of insufficient loading space in the conventional tail layout scheme.

[0006] The technical solution of the present invention is: a rotating body aircraft based on a new type of flap control surface, comprising: a conical rotating body fuselage and a flap control surface; the number of the flap control surfaces is greater than or equal to four, and they are evenly distributed circumferentially at the tail of the rotating body fuselage. The flap control surfaces are connected to the tail of the rotating body fuselage through their own rudder shafts and can rotate around their own rudder shafts.

[0007] The flap control surfaces are located at the edge of the cross section of the tail of the tapered rotating fuselage.

[0008] The flap control surface serves as the fully movable control surface of the aircraft, and the head of the conical rotating body is spherical.

[0009] There are four flap rudder surfaces, which are divided into two groups. The rudder axes of the two flap rudder surfaces in each group are arranged in parallel, and the line connecting the rudder axis centers of the two flap rudder surfaces in the same group forms an angle of 90° with the line connecting the rudder axis centers of the two rudder surfaces in the other group.

[0010] The flap control surface is a flat rectangular parallelepiped. When the flap control surface is perpendicular to the cross section of the tail of the conical rotating body fuselage, the length direction of the flap control surface is defined to be parallel to the central axis of the aircraft, the length of the flap control surface is defined as L, the width of the flap control surface is defined as W, the thickness of the flap control surface is defined as D, and D <W。

[0011] The length L of the flap control surface is constrained by the control capability and bottom size of the rotating body aircraft.

[0012] The width W of the flap control surface is constrained by the control capability and bottom size of the rotating body aircraft.

[0013] The thickness D of the flap control surface is related to the head radius r.

[0014] Looking forward from the tail of the aircraft, the flap control surfaces are numbered in counterclockwise order from the upper left corner as flap control surface 1, flap control surface 2, flap control surface 3, and flap control surface 4; when the pitch channel δ z When the control channel δ y When the control roll channel δ x When , flaps 1 and 4 deflect in opposite directions, and flaps 2 and 3 deflect in opposite directions.

[0015] The flap control surface can be deflected inward along the rudder shaft so that the control surface is parallel to the bottom surface of the rotating fuselage, thereby achieving the storage of the flap control surface.

[0016] The beneficial effects of the present invention compared with the prior art are:

[0017] (1) The novel flap-type control rudder in the present invention is installed at the bottom of the rotating body fuselage. The flow of the flap rudder surface in a hypersonic environment will not affect the flow of the upstream rotating body fuselage. The flap rudder surface has little aerodynamic interference on the aircraft fuselage, effectively avoiding the problem of mutual interference between the body and the wing in the conventional rotating body tail layout.

[0018] (2) The novel flap-type control rudder surface in the present invention has no leading edge, and there is no leading edge heat protection problem of the conventional rotating body tail layout. The flap control rudder is designed on the bottom surface of the rear part of the rotating body fuselage, and the control mechanism such as the rudder shaft is hidden in the leeward side of the bottom surface of the fuselage, which effectively avoids the heat protection problem of the conventional tail layout.

[0019] (3) The flaps and rudders of the present invention are deflected inwards to the bottom of the aircraft for storage, and the structure is compact, which is conducive to the installation of the rocket booster section. Under the premise of the outer envelope limitation, the rotating body aircraft with the new flaps and rudders can maximize the use of the internal volume of the fuselage. Compared with the conventional tail layout, the present invention can increase the internal loading space of the aircraft, increase the warhead equivalent, and increase the destructive power.

[0020] (4) The thermal protection pressure of the novel flap-type control rudder surface of the present invention is relatively small. Compared with conventional layout aircraft, the present invention can achieve a higher cruising Mach number, a faster flight speed, and a longer cruising time, which can increase the effective strike distance and strike range of the aircraft.

[0021] (5) The novel flap control surface of the present invention replaces the conventional tail layout scheme, which helps to alleviate or eliminate the aerodynamic interference and aerodynamic heating problems existing in the conventional tail layout scheme, and effectively increases the loading space inside the aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the novel flap control surface of the rotating body aircraft in the present invention.

[0023] Figure 2 (a) is a schematic diagram of the position of the rudder axis of the new flap rudder surface of the rotating body aircraft in the present invention, and (b) is a schematic diagram of the numbering of each flap rudder surface.

[0024] Figure 3 (a) is the pressure cloud diagram of the new flap layout of the rotating body aircraft in the present invention; (b) is the pressure cloud diagram of the conventional tail layout.

[0025] Figure 4 (a) is a thermal flow cloud diagram of the new flap layout of the rotating body aircraft in the present invention, and (b) is a thermal flow cloud diagram of the conventional tail layout.

[0026] Figure 5 (a) is a schematic diagram of the storage scheme of the new flap and control surface of the rotating body aircraft in the present invention, and (b) is a schematic diagram comparing the filling space of the conventional tail layout and the filling space of the new flap and control surface layout of the aircraft. DETAILED DESCRIPTION

[0027] The present invention is described in detail below with reference to the accompanying drawings and specific embodiments.

[0028] The present invention discloses a rotating body aircraft based on a novel flap control surface, which is a rotating body aircraft based on a ball-cone configuration. The aircraft is equipped with a novel flap-type control control surface, and four X-shaped distributed flaps are designed at the tail of the rotating body aircraft, and the flaps are used as the aircraft's full-moving control surfaces, so that the aircraft can obtain maneuvering flight capabilities at hypersonic speeds by flap deflection. The novel flap control surface replaces the conventional tail layout scheme, which helps to alleviate or eliminate the aerodynamic interference and aerodynamic heating problems existing in the conventional tail layout scheme, and effectively increases the loading space inside the aircraft. In the present invention, the novel flap-type control rudder is installed at the bottom of the rotating body fuselage. The flow of the flap control surface in a hypersonic environment will not affect the flow of the upstream rotating body fuselage, and the flap control surface has less aerodynamic interference on the aircraft fuselage, effectively avoiding the problem of mutual interference between the body and the wing of the conventional rotating body tail layout.

[0029] Based on the spherical-conical configuration of the rotating body aircraft, a new type of flap-type control rudder is designed. The present invention invents a rotating body aircraft based on the new type of flap rudder. The aircraft has high control efficiency, low thermal protection pressure, and large loading space. The characteristics of the aircraft include: a spherical-conical rotating body fuselage; flap rudders are evenly distributed circumferentially at the tail of the rotating body fuselage; the full-moving flap rudders are connected to the tail of the fuselage through their respective rudder shafts and can rotate around their respective rudder shafts. The appearance diagram is shown in the figure. Figure 1 shown.

[0030] The present invention discloses a slewing-body aircraft based on a novel flap control surface, comprising: a conical slewing-body fuselage and a flap control surface; the number of the flap control surfaces is greater than or equal to four, and they are evenly distributed circumferentially at the tail of the slewing-body fuselage; the flap control surfaces are connected to the tail of the slewing-body fuselage through their own rudder shafts, and can rotate around their own rudder shafts. Preferably, the flap control surfaces are located at the edge of the cross section of the tail of the conical slewing-body fuselage. The flap control surfaces serve as the full-moving control surfaces of the aircraft, and the head of the conical slewing-body fuselage is preferably spherical. Preferably, there are four flap control surfaces, which are divided into two groups, and the rudder shafts of the two flap control surfaces in each group are arranged in parallel, and the line connecting the rudder shaft centers of the two flap control surfaces in the same group forms a 90° angle with the line connecting the rudder shaft centers of the two rudder surfaces in the other group.

[0031] The flap control surface is preferably a flat rectangular parallelepiped. When the flap control surface is perpendicular to the cross section of the tail of the conical rotating body fuselage, the length direction of the flap control surface is defined to be parallel to the central axis of the aircraft, the length of the flap control surface is defined as L, the width of the flap control surface is defined as W, the thickness of the flap control surface is defined as D, and D <W。

[0032] The length L of the flap control surface is constrained by the control capability of the rotating body aircraft and the bottom size. The following is preferred to effectively improve the control performance of the aircraft:

[0033]

[0034] Where L 旋成体 is the length of the spiral body, L 质心 is the distance from the center of mass to the vertex of the head, and R is the radius of the base of the tail of the spiral body.

[0035] The width W of the flap control surface is constrained by the control capability of the rotating body aircraft and the bottom size, and is preferably as follows, which can effectively improve the control capability of the aircraft:

[0036]

[0037] Where n is the number of flap rudder surfaces, n = 4, S ref is the reference area and is the area of ​​the bottom surface of the tail of the spiral body.

[0038] The thickness D of the flap control surface is related to the head radius r. The preferred formula D=k·r, where k is a coefficient between 0.2 and 0.5, is used to effectively improve the aerodynamic performance of the aircraft by matching the thickness D of the flap control surface with the head radius r.

[0039] The conical rotating body is preferably a two-stage spherical-conical configuration, with a head radius of r and a first-stage cone length of L. 1 , the cone angle is θ 1 , the length of the secondary cone is L 2 , the cone angle is θ 2 , and θ 1 >θ 2 , the formula of the gyroid generatrix y(x) is as follows:

[0040]

[0041] Length of rotating body L 旋成体 , the tail bottom section radius R and the head radius r, the first and second cone angles θ 1 ,θ 2 The constraints are as follows:

[0042] L 旋成体 =r-rsinθ 1 +L 1 +L 2

[0043] R=rcosθ 1 +L 1 tanθ 1 +L 2 tanθ 2

[0044] Looking forward from the tail of the fuselage, the flap control surfaces are numbered in counterclockwise order from the upper left corner as flap control surface 1, flap control surface 2, flap control surface 3, and flap control surface 4. z When the control channel δ y When the control roll channel δ x When , flaps 1 and 4 deflect in opposite directions, and flaps 2 and 3 deflect in opposite directions.

[0045] The rudder deflection direction of the new flap rudder surface is defined as positive deflection toward the outside of the fuselage along the rudder axis, and negative deflection toward the inside of the fuselage. z 、Yaw channel rudder deflection angle δ y 、Rudder deflection angle δ in the roll channel x The optimal mapping relationship between the deflection angles of each rudder surface is:

[0046] δ z =(-δ 1 +δ 2 +δ 3 -δ 4 ) / 4

[0047] δ y =(-δ 1 -δ 2 +δ 3 +δ 4 ) / 4

[0048] δ x =(δ 1 -δ 2 +δ 3 -δ 4 ) / 4

[0049] where δ 1 , δ 2 , δ 3 , δ 4 are the deflection angles of the flap rudder surfaces, and the subscripts 1, 2, 3, and 4 are the numbers of the flap rudder surfaces. Figure 2 (b) as shown.

[0050] The flap rudder surface can be deflected inward along the rudder shaft so that the rudder surface is parallel to the bottom surface of the rotating fuselage, thereby realizing the storage of the flap rudder surface.

[0051] First, the conical rotating body fuselage is preferably a typical spherical-conical rotating body fuselage shape. In order to take into account the stability and maneuverability of the rotating body shape at hypersonic speed, the spherical-conical shape is designed as a two-stage cone. By adjusting the two-stage cone angle and the two-stage cone length, the balance of the stability and maneuverability of the rotating body is ensured. The rotating body fuselage length L旋成体 , the design head radius is r, the first-stage cone length is L 1 , the cone angle is θ 1 , the length of the secondary cone is L 2 , the cone angle is θ 2 ,θ 1 >θ 2 Therefore, the preferred rotational body generatrix y(x) is as follows. Through the above matching, the aerodynamic performance of the aircraft is effectively improved:

[0052]

[0053] And the length of the rotating body is L 旋成体 , the tail bottom section radius R and the head radius r, the first and second cone angles θ 1 ,θ 2 The constraints are as follows:

[0054] L 旋成体 =r-rsinθ 1 +L 1 +L 2

[0055] R=rcosθ 1 +L 1 tanθ 1 +L 2 tanθ 2

[0056] Based on the spherical-conical rotating body fuselage shape, it is preferred to design four "X"-shaped distributed flaps at its bottom. A single flap control surface is designed as a flat rectangular parallelepiped with a length of L, a width of W, and a thickness of D. The length L, width W, and thickness D of the flap control surface are constrained by dimensional parameters such as control capability, bottom radius R, and head radius r. The preferred constraints are as follows:

[0057]

[0058]

[0059] D=k·r

[0060] Where L 旋成体 is the length of the spiral body, L 质心 is the distance from the center of mass to the head vertex, and its value is 0.6L 旋成体 , R is the radius of the bottom surface of the tail of the rotating body, n is the number of flap rudder surfaces, n = 4, S ref is the reference area, is the bottom area of ​​the tail of the spiral body, and k is the coefficient, which is between 0.2 and 0.5.

[0061] The flap rudder surface adopts a fully movable rudder form, and the rudder shaft is located on the bottom surface of the tail of the rotating fuselage. Figure 2(a) The flaps and rudders are deflected to enable the rotating body aircraft to obtain the ability to maneuver at hypersonic speeds. Looking forward from the tail of the fuselage, the flaps and rudders are numbered in a counterclockwise order from the upper left corner as flaps 1, flaps 2, flaps 3, and flaps 4. Figure 2 (b) When the pitch channel δ z When the control channel δ y When the control roll channel δ x When , flaps 1 and 4 deflect in opposite directions, and flaps 2 and 3 deflect in opposite directions.

[0062] Define the direction of flap rudder surface deflection: The positive rudder deflection directions of the four rudders are defined in the same way, that is, deflection along the rudder axis toward the outside of the fuselage is positive, and deflection toward the inside of the fuselage is negative. Define the rotation body coordinate system o-xyz: The origin o is located at the fixed point of the rotation body head, the x-axis is the center axis of the rotation body, and the positive direction points forward; the y-axis is located in the longitudinal symmetry plane of the rotation body and is perpendicular to the x-axis, and the positive direction points upward; the z-axis is determined according to the right-hand rule. The three-channel rudder deflection distribution of the pitch, yaw, and roll of the flap rudder surface in this coordinate system is as follows:

[0063] δ z =(-δ 1 +δ 2 +δ 3 -δ 4 ) / 4

[0064] δ y =(-δ 1 -δ 2 +δ 3 +δ 4 ) / 4

[0065] δ x =(δ 1 -δ 2 +δ 3 -δ 4 ) / 4

[0066] Where δ z , δ y , δ x are the pitch, yaw and roll channel rudder deflection angles of the rotating body aircraft, δ 1 , δ 2 , δ 3 , δ 4 are the deflection angles of the flap rudder surfaces, and the subscripts 1, 2, 3, and 4 are the numbers of the flap rudder surfaces. Figure 2 (b) The deflection angle of each rudder surface under a given channel rudder is given by the following formula:

[0067] δ 1 =-δ z -δ y +δ x

[0068] δ 2 =δ z -δ y -δ x

[0069] δ 3 =δ z +δ y +δ x

[0070] δ 4 =-δ z +δ y -δ x

[0071] The four flap control surfaces are designed to rotate around their own rudder axis into the fuselage, so that the flap control surfaces are parallel to the bottom surface of the rotating fuselage, thereby realizing the storage of the flap control surfaces. This design can make the structure compact, which is conducive to the installation of the rocket booster section and improves the space utilization rate of the rocket booster head compartment.

[0072] The length of the rotating body is L 旋成体 =1000mm as an example, the radius of the head of the rotating body is designed to be r=30mm, and the first-stage cone angle θ 1 =14.5°, the first-stage cone length L1=827.5mm, and the second-stage cone angle is θ 1 =7.1°, secondary cone length L 2 =150mm, the bottom radius R can be calculated according to the formula R=rcosθ 1 +L 1 tanθ 1 +L 2 tanθ 2 The calculated value of R = 261.7 mm. The flap control surface is designed as a flat rectangular parallelepiped. Its size is subject to the relevant constraints such as the control ability of the rotating body, the bottom radius R, and the head radius r. The designed flap control surface size is 400 mm × 400 mm × 10 mm. The schematic diagram is Figure 1 The rotating body aircraft with the new flap control rudder has the advantages of low aerodynamic disturbance, low aerodynamic heating and high space utilization.

[0073] Using numerical simulation methods to Figure 1 The aerodynamic characteristics of the shape were numerically simulated and compared with the conventional layout shape of the same size to test the actual effect of the present invention. Figure 3 It is the distribution cloud diagram of the windward pressure (P) of the new flap layout and the conventional tail layout of the rotating body aircraft in the present invention. Figure 3 (a) shows that the surface of the new flap control surface layout is smooth, and the pressure distribution changes slowly and is relatively uniform; while the conventional tail layout has a drastic change in pressure distribution due to the interference between the body and the wing, especially near the tail wing root, such as Figure 3 (b) The aerodynamic disturbance will have an adverse effect on the stability and maneuverability of the aircraft. Figure 4 It is the heat flux (Q) distribution cloud diagram of the new flap layout and the conventional tail layout of the rotating body aircraft in the present invention. Figure 4 (a) shows that in the new flap control surface layout, except for the head with high heat flux, the heat flux of other parts is low. The heat flux of the flap control surface is 1000KW / m 2 below; Figure 4 (b) shows that the heat flux at the leading edge of the conventional tail layout is higher, exceeding 4000KW / m 2 , the thermal protection pressure on the leading edge of the tail wing is relatively large. The rotating body aircraft with new flap rudders will be able to achieve a higher cruise Mach number, faster flight speed, longer cruise time, longer effective strike distance, and larger effective strike range. Figure 5 The present invention provides a novel flap and rudder storage solution for a rotating body aircraft and a comparison of the storage space with a conventional tail layout. Figure 5 (a) It shows that the new flap control surface can be deflected into the fuselage and recovered to the bottom surface, which can make the aircraft structure compact and facilitate the installation of the booster section. Figure 5 (b) It shows that under the premise of the same external envelope, the design of the new flap rudder layout greatly improves the space utilization rate compared with the conventional tail layout. The rotating body of the new flap rudder effectively increases the loading space, which can appropriately increase the warhead equivalent and increase the destructive power.

[0074] The novel flap-type control rudder in the present invention is installed at the bottom of the rotating body fuselage. The flow of the flap rudder surface in the hypersonic environment will not affect the flow of the upstream rotating body fuselage. The flap rudder surface has less aerodynamic interference on the aircraft fuselage, effectively avoiding the problem of mutual interference between the body and the wing of the conventional rotating body tail layout. The novel flap-type control rudder surface in the present invention has no leading edge, and there is no leading edge heat protection problem of the conventional rotating body tail layout. The flap control rudder is designed on the bottom surface of the tail of the rotating body fuselage, and the control mechanism such as the rudder shaft is hidden in the leeward surface of the bottom surface of the fuselage, effectively avoiding the heat protection problem of the conventional tail layout.

[0075] The flap control surfaces of the present invention are deflected inwards to be stored at the bottom of the aircraft, and have a compact structure, which is conducive to the installation of the rocket booster section. Under the premise of the outer envelope limitation, the rotating body aircraft with the new flap control surfaces can maximize the use of the internal volume of the fuselage. Compared with the conventional tail layout, the present invention can increase the internal loading space of the aircraft, increase the warhead equivalent, and increase the destructive power. (4) The thermal protection pressure of the new flap control control surfaces is relatively small. Compared with the conventional layout aircraft, the present invention can achieve a higher cruising Mach number, faster flight speed, longer cruising time, and can increase the effective strike distance and strike range of the aircraft.

[0076] Parts of the present invention that are not described in detail belong to common knowledge among those skilled in the art.

Claims

1. A rotating body aircraft based on a new type of flap control surface, characterized in that include: Conical rotating body fuselage, flap control surfaces; the number of flap control surfaces is greater than or equal to four, and they are evenly distributed circumferentially at the tail of the rotating body fuselage. The flap control surfaces are connected to the tail of the rotating body fuselage through their own rudder shafts and can rotate around their own rudder shafts; There are four flap rudder surfaces, which are divided into two groups. The rudder axes of the two flap rudder surfaces in each group are arranged in parallel, and the connecting line of the rudder axis centers of the two flap rudder surfaces in the same group forms an angle of 90° with the connecting line of the rudder axis centers of the two rudder surfaces in the other group. The flap control surface is a flat rectangular parallelepiped. When the flap control surface is perpendicular to the cross section of the tail of the conical rotating body fuselage, the length direction of the flap control surface is defined to be parallel to the central axis of the aircraft, the length of the flap control surface is defined as L, the width of the flap control surface is defined as W, the thickness of the flap control surface is defined as D, and D <W; The length L of the flap control surface is constrained by the control capability and bottom size of the rotating body aircraft; The width W of the flap control surface is constrained by the control capability and bottom size of the rotating body aircraft; The thickness D of the flap control surface is related to the head radius r; The length L of the flap control surface is constrained by the control capability and bottom size of the rotating body aircraft, which can effectively improve the control performance of the aircraft: Where L 旋成体 is the length of the spiral body, L 质心 is the distance between the center of mass and the vertex of the head, and R is the radius of the bottom surface of the tail of the spiral body; The width W of the flap rudder surface is constrained by the control capability of the rotating body aircraft and the bottom size, which can effectively improve the control capability of the aircraft: Where n is the number of flap rudder surfaces, n = 4, S ref is the reference area, is the area of ​​the bottom surface of the tail of the spiral body; The thickness D of the flap control surface is related to the head radius r, the formula D = k·r, k is a coefficient, which is between 0.2 and 0.

5. The aerodynamic performance of the aircraft is effectively improved by matching the thickness D of the flap control surface with the head radius r. The conical rotating body has a two-stage spherical-conical configuration, with a head radius of r, a first-stage cone length of L1, a cone angle of θ1, a second-stage cone length of L2, a cone angle of θ2, and θ1>θ2. The formula for the rotating body generatrix y(x) is as follows: Length of rotating body L 旋成体 The tail bottom section radius R and the head radius r, the first and second cone angles θ1 and θ2 have the following constraint relationship: L 旋成体 =r-rsinθ1+L1+L2 R=rcosθ1+L1tanθ1+L2tanθ2 Looking forward from the tail of the aircraft fuselage, the flap control surfaces are numbered as flap control surface 1, flap control surface 2, flap control surface 3, and flap control surface 4 in counterclockwise order from the upper left corner; when the pitch channel δz is controlled, flap control surfaces 1 and 4 deflect in the same direction, and flap control surfaces 2 and 3 deflect in the same direction; when the yaw channel δy is controlled, flap control surfaces 1 and 2 deflect in the same direction, and flap control surfaces 3 and 4 deflect in the same direction; when the roll channel δx is controlled, flap control surfaces 1 and 4 deflect in opposite directions, and flap control surfaces 2 and 3 deflect in opposite directions.

2. A rotating body aircraft based on a novel flap control surface according to claim 1, characterized in that: The flap control surfaces are located at the edge of the cross section of the tail of the tapered rotating fuselage.

3. A rotating body aircraft based on a novel flap control surface according to claim 1, characterized in that: The flap control surface serves as the fully movable control surface of the aircraft, and the head of the conical rotating body is spherical.

4. The rotating body aircraft based on the novel flap control surface according to claim 1, characterized in that: The flap control surface can be deflected inward along the rudder shaft so that the control surface is parallel to the bottom surface of the rotating fuselage, thereby achieving the storage of the flap control surface.

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