An aerodynamic drag device and layout for a tailless aircraft

Abstract

This invention proposes an aerodynamic drag device and layout for a tailless aircraft. The aerodynamic drag device comprises three drag plates arranged side-by-side on the aircraft wing: an inner plate, a middle plate, and an outer plate. One side of each of the inner, middle, and outer plates is rotatably connected to the wing. The middle plate is located between the inner and outer plates, with the inner plate closer to the aircraft's centerline. The layout includes a blended fuselage and wing design, with a pair of ailerons and the aforementioned aerodynamic drag device symmetrically arranged at the wing's trailing edge. The opening angle of the pair of aerodynamic drag devices is independently controlled. This invention increases the aircraft's directional stability, reduces supersonic drag, improves supersonic handling performance, enhances cruise and maneuverability, and does not introduce additional adverse effects on the airframe structure.

Description

Technical Field

[0001] This invention relates to an aerodynamic drag device and layout, particularly an aerodynamic drag device and layout for a tailless aircraft. Background Technology

[0002] To improve the stealth performance of stealth aircraft, reduce radar cross-section, and further shorten the search range of enemy radar, abandoning the vertical tail to maintain the aircraft's directional stability is a mainstream direction in aircraft design development. Furthermore, a tailless fuselage design can significantly reduce drag and increase flight range.

[0003] The absence of a vertical tail fin cannot guarantee lateral stability, affecting flight stability and maneuverability. Existing measures and devices for maintaining attitude stability in tailless aircraft are limited, and their control effectiveness and environmental adaptability are not high, hindering the application and development of tailless stealth aircraft. Current tailless aircraft primarily rely on symmetrically opening drag vanes for directional stability. However, the problem with symmetrically opening drag vanes is their unsuitability for supersonic environments; tailless aircraft can only cruise at high subsonic speeds and cannot achieve supersonic cruise. Summary of the Invention

[0004] Purpose of the invention: The technical problem to be solved by the present invention is to provide an aerodynamic drag device and layout for an aircraft without a vertical tail, in order to address the shortcomings of the prior art.

[0005] To address the aforementioned technical problems, this invention discloses an aerodynamic drag device and its layout for a tailless aircraft.

[0006] One of the aerodynamic drag devices for a tailless aircraft includes three drag plates arranged side by side on the aircraft wing: an inner plate, a middle plate, and an outer plate; one side of the inner plate, the middle plate, and the outer plate is rotatably connected to the wing; the middle plate is located between the inner plate and the outer plate, with the inner plate closer to the aircraft's centerline.

[0007] Furthermore, the left and right side panels have the same opening angle and the same direction; the middle panel has the same opening angle as the other two, but the opposite direction.

[0008] Furthermore, the left side plate, right side plate, and middle plate open simultaneously. When they open, the pitching torque response and rolling torque response of the aerodynamic drag device remain constant at zero.

[0009] Furthermore, the opening angles of the left side panel, right side panel, and center panel, i.e., the maximum rotation angle with respect to the wing plane, are greater than or equal to 60°.

[0010] Furthermore, the inner and outer panels are of equal length, and the middle panel is the sum of the lengths of the inner and outer panels; the inner, middle, and outer panels are of the same width.

[0011] An aerodynamic drag device layout for a tailless aircraft, wherein the fuselage and wing of the tailless aircraft adopt a blended design, and a pair of ailerons and the aforementioned aerodynamic drag device are symmetrically arranged on the trailing edge of the wing, and the opening angle of the pair of aerodynamic drag devices is independently controlled.

[0012] Furthermore, the aforementioned layout is a canard wing outer side layout, specifically including:

[0013] Canards are arranged on both sides of the front of the fuselage, aerodynamic drag devices are arranged on the inner side of the wing trailing edge, and ailerons are arranged on the outer side; the aerodynamic drag devices are larger than the ailerons.

[0014] Furthermore, the layout is an inner canard configuration, specifically including:

[0015] Canards are arranged on both sides of the front of the fuselage, ailerons are arranged on the inner side of the wing trailing edge, and aerodynamic drag devices are arranged on the outer side; the ailerons are larger than the aerodynamic drag devices.

[0016] Furthermore, the layout is an elevator-outer-side layout, specifically including:

[0017] Elevators are located on both sides of the engine at the tail end of the fuselage, aerodynamic drag devices are located on the inner side of the wing trailing edge, and ailerons are located on the outer side; the aerodynamic drag devices are larger than the ailerons.

[0018] Furthermore, the layout is an inner elevator layout, specifically including:

[0019] Elevators are located on both sides of the engine at the tail end of the fuselage, ailerons are located on the inner side of the wing trailing edge, and aerodynamic drag devices are located on the outer side; the ailerons are larger than the aerodynamic drag devices.

[0020] Beneficial effects:

[0021] 1. The aerodynamic drag device of the present invention can completely replace the function of the rudder, and the vertical tail can be completely removed from the aircraft layout. Moreover, the aerodynamic drag device is completely arranged on the trailing edge of the wing, which has a better stealth layout.

[0022] 2. The aerodynamic drag device of the present invention is adapted to the same flight environment as the traditional aerodynamic rudder and can be used for aircraft attitude control in supersonic or supersonic environments.

[0023] 3. This invention increases the directional stability of the aircraft, reduces supersonic drag, improves the supersonic handling performance of the aircraft, and enhances cruise and maneuverability performance without introducing additional adverse effects on the airframe structure. Attached Figure Description

[0024] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments, and the advantages of the present invention in the above and / or other aspects will become clearer.

[0025] Figure 1 A schematic diagram of a canard stealth aircraft structure with aerodynamic drag devices arranged inside.

[0026] Figure 2 A schematic diagram of a canard stealth aircraft structure with aerodynamic drag devices arranged on the outside.

[0027] Figure 3 A schematic diagram of a stealth aircraft structure with aerodynamic drag devices arranged inside.

[0028] Figure 4 A schematic diagram of a stealth aircraft structure with aerodynamic drag devices arranged on the outside.

[0029] Figure 5 This is a schematic diagram of the force analysis of the left aerodynamic drag device.

[0030] Figure 6 This is a schematic diagram of the force analysis of the right aerodynamic drag device.

[0031] Figure 7 This is a schematic diagram for analyzing the rolling torque of a pneumatic drag device.

[0032] Figure 8 This is a schematic diagram for analyzing the pitching moment of an aerodynamic drag device.

[0033] Figure 9 This is a schematic diagram for analyzing the yaw moment of an aerodynamic drag device.

[0034] In the diagram: 1. Fuselage; 2. Canard; 3. Cockpit; 4. Engine; 5. Aileron; 6. Left aerodynamic drag system; 7. Right aerodynamic drag system; 8. Elevator. Detailed Implementation

[0035] This invention provides an aerodynamic drag device and layout for supersonic cruise stealth aircraft, which can provide directional control stability in subsonic and supersonic environments, replacing the vertical tail and thus improving the stealth performance of the stealth aircraft.

[0036] This invention proposes a novel drag system suitable for supersonic stealth aircraft, consisting of three parallel aerodynamic plates: an inner plate, a middle plate, and an outer plate. Based on the drag system's characteristics and attitude control requirements, four aerodynamic layout designs and drag rudder dimension designs are presented. Then, an aerodynamic control strategy for the drag system is given, along with a force and moment analysis. Throughout the control process, the pitch and roll moments of the drag system remain zero. The left drag system generates a leftward yaw moment, and the right drag system generates a rightward yaw moment.

[0037] The specific solutions mentioned above include fuselage layout, aerodynamic drag device design, aerodynamic drag device control strategy, aerodynamic drag device pitch response, aerodynamic drag device roll response, and aerodynamic drag device yaw response, as described below:

[0038] Part One, Fuselage Layout Scheme, includes: a blended design of the fuselage and wings, with no vertical tail. Ailerons and the aerodynamic drag device proposed in this invention are arranged on the trailing edge of the wings.

[0039] Part Two, Design of the Pneumatic Resistance Device, including the fact that the pneumatic resistance device consists of three resistance plates arranged side by side, namely the inner plate, the middle plate and the outer plate.

[0040] Part Three, Design of Control Strategy for Pneumatic Resistance Device, including: when the pneumatic resistance device is working, the middle plate is always opened downwards, and the left and right plates are opened upwards; or the middle plate is opened upwards, and the left and right plates are opened downwards; the opening angle of the middle plate is the same as that of the left and right plates, but the direction is opposite.

[0041] Part Four: Pitch Response of Aerodynamic Drag Device, including: the middle plate opens downwards, and the left and right plates open upwards. The middle plate generates a pitch force component perpendicular to the fuselage surface and upwards, while the left and right plates generate pitch force components perpendicular to the fuselage surface and downwards, respectively. Analysis shows that the pitch torque response of the aerodynamic drag device is always zero.

[0042] Part 5, Roll Response of the Aerodynamic Drag Device, includes the following: the middle plate opens downwards, and the left and right plates open upwards. The middle plate generates an upward roll force component perpendicular to the fuselage surface, while the left and right plates generate downward roll force components perpendicular to the fuselage surface. Analysis shows that the roll torque response of the aerodynamic drag device is always zero.

[0043] Part VI. Yaw Response of Aerodynamic Drag Devices, including the following: the center plate opens downwards, and the left and right side plates open upwards. The center plate generates an aerodynamic force component parallel to the fuselage facing backwards, while the left and right side plates each generate aerodynamic force components parallel to the fuselage facing backwards. Analysis shows the yaw moment response generated by the aerodynamic drag devices. The left aerodynamic drag device generates a left yaw moment response, and the right aerodynamic drag device generates a right yaw moment response.

[0044] The first part of this invention, the fuselage layout scheme, includes four layouts:

[0045] 1. Canard configuration with outward extensions. Canards are positioned on both sides of the leading edge of the fuselage, with aerodynamic drag devices located on the inner side of the wing's trailing edge and ailerons on the outer side. Larger aerodynamic drag devices are chosen, while smaller ailerons are selected.

[0046] 2. Canard inward layout. Canards are arranged on both sides of the front fuselage, ailerons are arranged on the inner side of the wing trailing edge, and aerodynamic drag devices are arranged on the outer side. The ailerons are chosen to be larger in size, while the aerodynamic drag devices are chosen to be smaller in size;

[0047] 3. Elevator Outer Layout. Elevators are located on either side of the engines at the tail end of the fuselage, aerodynamic drag devices are located on the inner side of the wing trailing edge, and ailerons are located on the outer side. Larger aerodynamic drag devices are chosen, while smaller ailerons are selected.

[0048] 4. Elevator Inner Side Layout. Elevators are located on either side of the engines at the tail end of the fuselage, ailerons are located on the inner side of the wing's trailing edge, and aerodynamic drag devices are located on the outer side. Larger ailerons are chosen, while smaller aerodynamic drag devices are selected.

[0049] The second part of this invention, the design of a pneumatic drag device, includes:

[0050] 1. The aerodynamic drag device consists of an inner plate, a middle plate, and an outer plate. The three plates can rotate up and down around their connection with the wing, with a maximum rotation angle of over 60°.

[0051] 2. The inner and outer plates are of equal length, and the length of the middle plate is the sum of the lengths of the inner and outer plates.

[0052] 3. The inner side panel, middle panel, and outer side panel have the same width.

[0053] The third part of this invention, the design of a pneumatic drag device control strategy, includes:

[0054] 1. The opening angles of the left and right pneumatic drag devices are controlled independently.

[0055] 2. When the middle plate of the left pneumatic drag device rotates upward by an angle θ, the left and right side plates of the left pneumatic drag device rotate downward by an angle -θ; when the middle plate of the left pneumatic drag device rotates downward by an angle -θ, the left and right side plates of the left pneumatic drag device rotate upward by an angle θ. The middle plate generates pressure perpendicular to the plate surface. The left side panel generates pressure perpendicular to the panel surface. The right side panel generates pressure perpendicular to the panel surface. and The pressure direction is in the opposite direction to the rotation angle θ.

[0056] 3. When the middle plate of the right pneumatic resistance device rotates upward by an angle λ, the left and right side plates of the right pneumatic resistance device rotate downward by an angle -λ; when the middle plate of the right pneumatic resistance device rotates downward by an angle -λ, the left and right side plates of the right pneumatic resistance device rotate upward by an angle λ. The middle plate generates pressure perpendicular to the plate surface. The left side panel generates pressure perpendicular to the panel surface. The right side panel generates pressure perpendicular to the panel surface. and The pressure direction is in the opposite direction to the rotation angle λ.

[0057] The fourth part of this invention, the pitch response of the aerodynamic drag device, such as... Figure 7 As shown, it includes:

[0058] 1. As described in section 3-2, the intermediate plate of the left aerodynamic drag device generates a pitching moment. The left aerodynamic drag device generates a pitching moment on the right side plate. The left aerodynamic drag device generates a pitching moment on the left side plate. Total pitching moment generated by the left aerodynamic drag device The pitching moment generated by the left aerodynamic drag device is always 0;

[0059] 2. As described in section 3-3, the middle plate of the right aerodynamic drag device generates a pitching moment. The right side plate of the right aerodynamic drag device generates a pitching moment. The right aerodynamic drag device generates a pitching moment on the left side plate. Total pitching moment generated by the right aerodynamic drag device The pitching moment generated by the right aerodynamic drag device is always 0.

[0060] The fifth part of this invention describes the roll response of the pneumatic drag device, such as... Figure 8 As shown, it includes:

[0061] 1. As mentioned above, the intermediate plate of the left pneumatic drag device generates a rolling torque. The right side plate of the left aerodynamic drag device generates a rolling torque. The left side plate of the left aerodynamic drag device generates a rolling torque. Total rolling torque generated by the left aerodynamic drag device The rolling torque generated by the left aerodynamic drag device is always 0;

[0062] 2. As mentioned above, the intermediate plate of the right pneumatic drag device generates a rolling torque. The right side plate of the right aerodynamic drag device generates a rolling torque. The right aerodynamic drag device generates a rolling torque on the left side plate. Total rolling torque generated by the right aerodynamic drag device The rolling torque generated by the right pneumatic drag device is always 0;

[0063] Part VI of this invention, yaw response of the aerodynamic drag device, such as Figure 9 As shown, it includes:

[0064] 1. As mentioned above, the intermediate plate of the left aerodynamic drag device generates a yaw moment. The left aerodynamic drag device generates a yaw moment on the right side plate. The left aerodynamic drag device generates a yaw moment on the left side plate. Total yaw moment generated by the left aerodynamic drag device The left aerodynamic drag device always generates a yaw moment that veers to the left.

[0065] 2. As mentioned above, the middle plate of the right aerodynamic drag device generates a yaw moment. The right aerodynamic drag device generates a yaw moment on the right side plate. The right aerodynamic drag device generates a yaw moment on the left side plate. Total yaw moment generated by the right aerodynamic drag device The right aerodynamic drag device always generates a yaw moment that deflects to the right.

[0066] Example:

[0067] An aerodynamic drag device and layout design suitable for supersonic cruise stealth aircraft, such as Figure 1-4 As shown, it includes fuselage 1, canard 2, cockpit 3, engine 4, aileron 5, left aerodynamic drag system 6, right aerodynamic drag system 7, and elevator 8.

[0068] Example 1:

[0069] refer to Figure 1 and Figure 2 As shown, fuselage 1 adopts a blended wing-body design; canards 2 are symmetrically arranged at the left and right ends of the nose of fuselage 1; engines 4 are symmetrically arranged in the middle of the tail of fuselage 1; ailerons 5, left aerodynamic drag device 6 and right aerodynamic drag device 7 are symmetrically arranged on the trailing edges of the left and right wings.

[0070] During cruise flight, the canards 2 rotate symmetrically to balance the pitch moment of the fuselage, maintaining the aircraft's pitch attitude. The ailerons 5 rotate differentially to balance the roll moment of the fuselage, ensuring the aircraft's roll attitude. Yaw attitude stability is jointly controlled by the left aerodynamic drag system 6 and the right aerodynamic drag system 7. (Reference) Figure 5 The middle plate of the left aerodynamic drag device 6 rotates downward by an angle θ, while the right and left side plates rotate upward by an angle θ, generating a yawing moment to the left; Reference Figure 6 The middle plate of the right aerodynamic drag device 7 rotates downward by an angle λ, while the right and left side plates rotate upward by an angle λ, generating a yawing moment to the right. By adjusting the rotation angles θ and λ of the left and right aerodynamic drag devices, the yawing moment of the aircraft is balanced. Furthermore, the aerodynamic drag of the aircraft is adjusted by adjusting the angles θ and λ.

[0071] Example 2:

[0072] Example 2 is basically the same as Example 1, see reference. Figure 3 and Figure 4 As shown, the aircraft is performing a large maneuver. Elevator 8 rotates symmetrically by an angle γ, generating a pitch moment that causes the aircraft to pitch up, producing an angle of attack of α degrees. Aileron 5 rotates differentially. The angle generates a rolling moment, causing the aircraft to roll and produce a roll angle of φ degrees. To ensure stable sideslip angle control during maneuvers, reference is used. Figure 5 The middle plate of the left aerodynamic drag device 6 rotates downward by an angle θ, while the right and left side plates rotate upward by an angle θ, generating a yawing moment to the left; Reference Figure 6 The middle plate of the right aerodynamic drag device 7 rotates downward by an angle λ, while the right and left side plates rotate upward by an angle λ, generating a yawing moment to the right. By adjusting the rotation angles θ and λ of the left and right aerodynamic drag devices, the yawing moment of the aircraft is balanced.

[0073] The aforementioned aerodynamic drag device and aerodynamic layout scheme of the present invention, as well as their various further alternative schemes, can be freely combined to form multiple aerodynamic layout schemes, all of which are aerodynamic layout schemes that can be adopted and are claimed by the present invention; furthermore, the (non-conflicting alternatives) can also be freely combined with each other and with other alternatives. Those skilled in the art, after understanding the scheme of the present invention, will realize, based on existing technology and professional common sense, that there are many combinations, all of which are technical solutions to be protected by the present invention, and will not be exhaustively listed here.

[0074] This invention provides an aerodynamic drag device and its layout for tailless aircraft, along with a conceptual approach and method. Many methods and approaches exist for implementing this technical solution; the above description is merely a preferred embodiment of the invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this invention, and these improvements and modifications should also be considered within the scope of protection of this invention. All components not explicitly stated in this embodiment can be implemented using existing technologies.

Claims

1. An aerodynamic drag device for a tailless aircraft, characterized in that, include: Three drag plates are arranged side by side on the aircraft wing: an inner plate, a middle plate, and an outer plate; one side of the inner plate, the middle plate, and the outer plate is rotatably connected to the wing; the middle plate is located between the inner plate and the outer plate, with the inner plate closer to the aircraft's centerline. The inner and outer side panels have the same opening angle and the same direction; the middle panel has the same opening angle as the two above, but the opposite direction. The inner side plate, outer side plate and middle plate open simultaneously. When they open, the pitching torque response and rolling torque response of the aerodynamic drag device are respectively constant to zero. The inner and outer panels are of equal length, and the middle panel is the sum of the lengths of the inner and outer panels; the inner, middle, and outer panels are of the same width.

2. The aerodynamic drag device for a tailless aircraft according to claim 1, characterized in that, The opening angle of the inner side panel, outer side panel, and middle panel, i.e. the maximum rotation angle with respect to the wing plane, is greater than or equal to 60°.

3. An aerodynamic drag device layout for an aircraft without a vertical tail, characterized in that, The fuselage (1) and wings of the tailless aircraft are integrated, and a pair of ailerons (5) and aerodynamic drag devices (6, 7) as described in claim 1 or 2 are symmetrically arranged on the trailing edge of the wings. The opening angle of the pair of aerodynamic drag devices (6, 7) is independently controlled.

4. The aerodynamic drag device layout for a tailless aircraft according to claim 3, characterized in that, The layout is an outer canard configuration, specifically including: Canards (2) are arranged on both sides of the front end of the fuselage (1), aerodynamic drag devices (6, 7) are arranged on the inner side of the trailing edge of the wing, and ailerons (5) are arranged on the outer side; the aerodynamic drag devices (6, 7) are larger than the ailerons (5).

5. The aerodynamic drag device layout for a tailless aircraft according to claim 4, characterized in that, The layout is an inward canard configuration, specifically including: Canards (2) are arranged on both sides of the front end of the fuselage (1), ailerons (5) are arranged on the inner side of the tail edge of the wing, and aerodynamic drag devices (6, 7) are arranged on the outer side; the ailerons (5) are larger than the aerodynamic drag devices (6, 7).

6. The aerodynamic drag device layout for a tailless aircraft according to claim 5, characterized in that, The layout is an elevator-side layout, specifically including: Elevators (8) are arranged on both sides of the engine (4) at the tail end of the fuselage (1), aerodynamic drag devices (6, 7) are arranged on the inner side of the wing trailing edge, and ailerons (5) are arranged on the outer side; the aerodynamic drag devices (6, 7) are larger than the ailerons (5).

7. The aerodynamic drag device layout for a tailless aircraft according to claim 6, characterized in that, The layout is an inner elevator layout, specifically including: Elevators (8) are arranged on both sides of the engine (4) at the tail end of the fuselage (1), ailerons (5) are arranged on the inner side of the tail edge of the wing, and aerodynamic drag devices (6, 7) are arranged on the outer side; the ailerons (5) are larger than the aerodynamic drag devices (6, 7).

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