Cracking type resistance rudder performance enhancement method based on distributed synthetic double jet flow

Abstract

The application relates to a method for enhancing the performance of a split resistance rudder based on distributed synthetic double jet flow, which comprises the following steps: arranging distributed synthetic double jet flow exciters on the inner surface and the outer surface of the rudder surface of the split resistance rudder; converting a high-voltage direct-current signal into a high-voltage wide-frequency alternating-current signal by using a power supply control system; driving the distributed synthetic double jet flow exciters to work cooperatively by using the high-voltage wide-frequency alternating-current signal, so as to generate multiple variable and controllable synthetic double jet flows; and mutually supporting, coupling and enhancing the multiple synthetic double jet flows, reconstructing the front and rear pressure distribution of the split resistance rudder, and enhancing the control performance of the split resistance rudder. When the method is applied to an aircraft, the control performance of the split resistance rudder can be enhanced, the size of the split resistance rudder required can be reduced, the radar scattering area during cruising flight can be cut, and the stealth performance of the aircraft can be further improved.

Description

Technical Field

[0001] This application relates to the field of flight control technology, and in particular to a method for enhancing the effectiveness of a cracked drag rudder based on distributed synthetic dual jets. Background Technology

[0002] The directional control of high-stealth flying wing configurations faces the challenges of both stealth and stability augmentation. High stealth requires minimal deflection of the directional control surfaces; however, the stability requirements arising from directional instability necessitate continuous deflection of the directional control surfaces, with a significant deflection angle to avoid the small-angle effectiveness dead zone. In high-threat scenarios such as stealth penetration, this contradiction becomes particularly prominent, even irreconcilable, impacting the combat effectiveness of flying wing aircraft. Jet active flow control technology, which eliminates the need for mechanically moving parts, holds promise for improving the small-angle directional control capability of split-drag rudders and breaking through the small-angle effectiveness dead zone of split-drag rudders. This represents one of the key directions for resolving the contradiction between stealth and stability augmentation requirements in directional control.

[0003] Traditional active jet flow control technology suffers from drawbacks such as complex structure, large volume and weight ratio, high energy consumption, complicated piping design, and engine thrust loss. Its system integration complexity is high, and its engineering application costs are significant. Passive jet active flow control technology, on the other hand, eliminates the limitations of air source piping, greatly reducing the complexity of system integration and holds promise for overcoming the bottleneck in enhancing the effectiveness of split-drag rudders in high-stealth flying wing designs.

[0004] Passive jet active flow control technologies widely used include plasma excitation, synthetic jet, and synthetic dual-jet techniques. While plasma excitation can generate an effective tangential jet and facilitates attachment and installation, the required adapter device accounts for a significant portion of the system's size and weight, increasing the overall system cost. Synthetic jet excitation offers advantages such as compact structure, light weight, low power consumption, fast response, and flexible control, greatly reducing the application cost of passive excitation. However, its low energy utilization, ballast failure, and insufficient control force still limit its engineering applications. Summary of the Invention

[0005] Therefore, it is necessary to provide a method for enhancing the performance of a cracked drag rudder based on distributed synthetic dual-jet technology to address the aforementioned technical problems. This method applies a high-performance passive synthetic dual-jet exciter to the cracked drag rudder to enhance its surface control performance and overcome the small deflection dead zone of the cracked drag rudder.

[0006] A method for enhancing the effectiveness of a split-drag rudder based on distributed synthetic dual jets, applicable to any form of split-drag rudder mounted in an aircraft configuration, comprising:

[0007] Distributed synthetic dual-jet exciter is arranged on the inner and outer surfaces of the rudder surface of the cracked drag rudder.

[0008] A power control system is used to convert the recorded high-voltage DC signal into a high-voltage wideband AC signal.

[0009] A distributed synthetic dual-jet exciter is driven by a high-voltage broadband AC signal to work in concert, generating multiple variable and controllable synthetic dual jets.

[0010] The multiple synthetic dual jets relay each other, enhance coupling, reconstruct the pressure distribution in front of and behind the cracked drag rudder, and improve the control effectiveness of the cracked drag rudder.

[0011] In one embodiment, multiple synthetic dual jets interact and enhance coupling, reconstructing the pressure distribution before and after the cracked drag rudder, thereby enhancing the control effectiveness of the cracked drag rudder, including:

[0012] The synthetic dual-jet exciter arranged on the outer surface of the rudder surface of the cracked drag rudder forms a virtual air wall on the surface through reverse blowing and suction, which increases the reverse pressure gradient near the jet outlet, causing the attached flow to separate in advance, forming an alternating backflow zone or even a large area of ​​flow separation on the outer surface of the rudder surface, thereby increasing the overall pressure on the outer surface of the rudder surface.

[0013] The synthetic dual-jet exciter arranged on the inner surface of the rudder surface of the cracked drag rudder forms a high-speed gas film on the surface through the mutual relay of the flow jets, which increases the movement speed of the fluid near the inner surface of the rudder surface and realizes the reduction of the overall pressure on the inner surface of the rudder surface.

[0014] In one embodiment, the distributed synthetic dual-jet exciter is fully electrically controllable, has low energy consumption, fast response, strong environmental adaptability, compact structure, and light weight. It does not require an air source pipeline and can be integrated with the crack-type drag rudder.

[0015] In one embodiment, the distributed synthetic dual-jet actuator includes a first synthetic dual-jet actuator disposed on the outer surface of the control surface and a second synthetic dual-jet actuator disposed on the inner surface of the control surface.

[0016] The first synthetic dual-jet exciter adopts a reverse jet working mode, where the angle between the jet and the rudder surface must be greater than the preset maximum threshold in order to induce a higher flow reverse pressure gradient and form a high-energy virtual air wall.

[0017] The second synthetic dual-jet exciter employs a flow-directed jet operating mode, where the angle between the jet and the rudder surface is less than a preset minimum threshold to form a high-speed attached air film. In one embodiment, in practical applications, the distributed synthetic dual-jet exciter is arranged on the inner and outer surfaces of the rudder surface of the cracked drag rudder, including:

[0018] Based on actual needs, a first synthetic dual-jet exciter and a second synthetic dual-jet exciter are selectively arranged on the cracked drag rudder to achieve different yaw moment control characteristics.

[0019] In one embodiment, a distributed synthetic dual-jet exciter is arranged on the inner and outer surfaces of the rudder surface of a cracked drag rudder, including:

[0020] The distributed synthetic dual-jet exciter and the cracked drag rudder are designed as an integrated unit. The size and shape of the cavity of the distributed synthetic dual-jet exciter are designed according to the requirements of integration, and the distributed synthetic dual-jet exciter is set on the inner surface and outer surface of the rudder surface of the cracked drag rudder.

[0021] In one embodiment, the distributed synthetic dual-jet exciter is arranged along the flow direction of the rudder surface in terms of position, number, and spacing, which can be adjusted according to actual needs to achieve optimal control of drag.

[0022] In one embodiment, the jet outlet spacing of the distributed synthetic dual-jet exciter is iteratively optimized according to actual application requirements to achieve high-performance control characteristics of two anti-phase jets relaying each other.

[0023] In one embodiment, the arrangement position, number, and spacing of the distributed synthetic dual-jet exciters along the spanwise direction of the cracked drag can be adjusted according to actual needs.

[0024] In one embodiment, the outlet shape of the distributed synthetic dual-jet exciter is designed according to the actual application requirements, and the outlet shape is: circular, elliptical, triangular or rectangular.

[0025] Alternatively, the outlet shape of the distributed synthetic dual-jet exciter can be designed as an array of different shapes according to application requirements.

[0026] The aforementioned method for enhancing the effectiveness of a split-drag rudder based on distributed synthetic dual-jet propulsion includes: arranging distributed synthetic dual-jet exciters on the inner and outer surfaces of the split-drag rudder surface; using a power control system to convert a recorded high-voltage DC signal into a high-voltage broadband AC signal; using the high-voltage broadband AC signal to drive the distributed synthetic dual-jet exciters to work collaboratively, generating multiple variable and controllable synthetic dual jets; the multiple synthetic dual jets relay each other, coupling and enhancing each other, reconstructing the pressure distribution before and after the split-drag rudder, and enhancing the control effectiveness of the split-drag rudder. When applied to aircraft, this method not only enhances the control effectiveness of the split-drag rudder but also reduces the required size of the split-drag rudder, reduces the radar cross-section during cruise flight, and further improves the stealth performance of the aircraft. Attached Figure Description

[0027] Figure 1 This is a flowchart illustrating a method for enhancing the effectiveness of a cracked drag rudder based on distributed synthetic dual jets in one embodiment.

[0028] Figure 2 This is a schematic diagram of the overall structure of the aircraft and the installation of the distributed synthetic dual-jet exciter in one embodiment;

[0029] Figure 3 This is a schematic diagram of the flow direction arrangement of the distributed synthetic dual-jet exciter in another embodiment;

[0030] Figure 4 This is a schematic diagram of the spanwise arrangement of the distributed synthetic dual-jet exciter in another embodiment;

[0031] Figure 5 This is a schematic diagram of different outlet spacings of the synthetic dual-jet actuator in another embodiment, where (a) is synthetic dual-jet actuator 1 and (b) is synthetic dual-jet actuator 2;

[0032] Figure 6 This is a schematic diagram of the outlet cross-sectional shape of the synthetic dual-jet exciter in another embodiment;

[0033] Figure 7 In another embodiment, a comparison of the velocity fields before and after applying control at a 4-degree angle of attack is shown, where (a) is the velocity field without control and (b) is the velocity field with control applied.

[0034] Figure 8 In another embodiment, a comparison of the pressure fields before and after applying control at a 4-degree angle of attack is shown, where (a) is the pressure field without control and (b) is the pressure field with control applied. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0036] This application proposes a method for enhancing the performance of a split-drag rudder based on distributed synthetic dual-jet flow. The core of this method is a distributed synthetic dual-jet exciter, which is fully electrically controllable, low-energy, fast-response, highly adaptable to various environments, compact in structure, and lightweight. It requires no air supply piping, making integrated design easy. Furthermore, this method only requires exciter integration on the control surface, without altering other wing structures, resulting in low integration difficulty and convenient maintenance. Integrating the passive, autonomously controllable distributed synthetic dual-jet exciter into the split-drag rudder of an aircraft improves control surface performance, breaks the performance dead zone of small-angle control surfaces, and is expected to resolve the contradiction between stealth and stability enhancement requirements for directional control. This method reveals two innovative control mechanisms of the distributed synthetic dual-jet flow—"virtual air wall" and "high-speed air film." Under the action of these two control mechanisms, the synthetic dual-jet flow can effectively reconstruct the pressure distribution on the control surface at flow field sensitive points, thereby enhancing control surface performance.

[0037] Furthermore, this method can be applied to the overall design phase of new models, as well as to improve the performance of existing aircraft at low cost. It has great application potential in the field of aircraft control due to its low application cost.

[0038] In one embodiment, such as Figure 1 As shown, a method for enhancing the effectiveness of a split-type drag rudder based on distributed synthetic dual jets is provided. This method is applicable to any form of split-type drag rudder assembled in an aircraft layout. The method includes the following steps:

[0039] Step 100: Arrange the distributed synthetic dual-jet exciter on the inner and outer surfaces of the rudder surface of the cracked drag rudder.

[0040] Specifically, such as Figure 2 The diagram shows the overall structure of the cracked drag rudder performance enhancement method based on distributed synthetic dual jets, including a cracked drag rudder, a distributed synthetic dual jet exciter, and a power control system.

[0041] The split-drag rudder is an application control object based on the distributed synthetic dual-jet method for enhancing the effectiveness of the split-drag rudder. It only requires integration of the distributed synthetic dual-jet exciter on the rudder surface, without altering other wing structures, making integration and application simple and maintenance convenient.

[0042] The distributed synthetic dual-jet exciter has an extremely fast response speed, with a stable flow field establishment time on the order of milliseconds, significantly better than mechanical control surfaces. The distributed synthetic dual-jet exciter can increase and decrease the pressure on the outer and inner surfaces of the cracked drag rudder, respectively, effectively improving the pressure difference and piezoresistive force before and after the rudder, thus enhancing the performance of the cracked drag rudder and breaking through the small deflection performance dead zone of the cracked drag rudder.

[0043] The spatial arrangement, jet outlet parameters, and actuator cavity parameters of the distributed synthetic dual-jet exciter can be adaptively adjusted and optimized according to actual engineering needs, thus broadening the scope of engineering applications. This method has significant application value in the field of flight control.

[0044] Compared with active jet control technology, this method has advantages such as compact structure, light weight, low power consumption, fast response, and high control cost-effectiveness. It eliminates the need for gas source pipeline design, greatly reducing the complexity of system integration. Compared with passive synthetic jet active flow control technology, the synthetic dual-jet actuator used in this method is a single-membrane, dual-cavity, dual-outlet structure, which has higher energy utilization efficiency and avoids the diaphragm ballast failure problem of synthetic jets. Under the same energy consumption, the synthetic dual-jet actuator used in this method has stronger control capability, a wider controllable flow field range, and a higher flow control efficiency, making it more valuable for engineering applications.

[0045] Step 102: Use a power control system to convert the recorded high-voltage DC signal into a high-voltage broadband AC signal.

[0046] Specifically, the power control system can coordinate the control of the distributed synthetic dual-jet exciter by changing the driving voltage, modulation frequency, modulation waveform, operating timing, and array configuration, thereby achieving efficient flight control.

[0047] Step 104: A high-voltage broadband AC signal is used to drive the distributed synthetic dual-jet exciter to work together to generate multiple variable and controllable synthetic dual jets.

[0048] Specifically, the distributed synthetic dual-jet exciter can achieve optimal yaw moment control characteristics while reducing coupling with longitudinal and lateral aerodynamic loads through cooperative operation.

[0049] Step 106: The multi-stream composite dual jets relay each other, enhance coupling, reconstruct the pressure distribution in front of and behind the cracked drag rudder, and enhance the control effectiveness of the cracked drag rudder.

[0050] Specifically, the distributed synthetic dual-jet exciter can form multiple synthetic dual jets. The multiple jets relay each other, enhancing the coupling. This can effectively reconstruct the pressure distribution in front of and behind the cracked drag rudder, greatly improving the control efficiency of the cracked drag rudder and achieving a control effect of "1+1>2".

[0051] The aforementioned method for enhancing the effectiveness of a split-drag rudder based on distributed synthetic dual-jet propulsion includes: arranging distributed synthetic dual-jet exciters on the inner and outer surfaces of the split-drag rudder surface; using a power control system to convert a recorded high-voltage DC signal into a high-voltage broadband AC signal; using the high-voltage broadband AC signal to drive the distributed synthetic dual-jet exciters to work collaboratively, generating multiple variable and controllable synthetic dual jets; the multiple synthetic dual jets relay each other, enhancing coupling and reconstructing the pressure distribution before and after the split-drag rudder, thereby enhancing the control effectiveness of the split-drag rudder. When applied to aircraft, this method not only enhances the control effectiveness of the split-drag rudder but also reduces the required size of the split-drag rudder, reduces the radar cross-section during cruise flight, and further improves the stealth performance of the aircraft.

[0052] In one embodiment, step 106 includes: the synthetic dual-jet exciter arranged on the outer surface of the rudder surface of the cracked drag rudder forms a virtual air wall on the surface through reverse blowing and suction, increases the reverse pressure gradient near the jet outlet, causes the attached flow to separate in advance, and forms an alternating backflow zone or even a large area of ​​flow separation on the outer surface of the rudder surface, thereby increasing the overall pressure on the outer surface of the rudder surface; the synthetic dual-jet exciter arranged on the inner surface of the rudder surface forms a high-speed air film on the surface through the mutual relay of the flow-to-jet, increases the movement speed of the fluid near the inner surface of the rudder surface, thereby reducing the overall pressure on the inner surface of the rudder surface.

[0053] In one embodiment, the distributed synthetic dual-jet exciter is fully electrically controllable, has low energy consumption, fast response, strong environmental adaptability, compact structure, and light weight. It does not require an air source pipeline and can be integrated with the crack-type drag rudder.

[0054] Specifically, the distributed synthetic dual-jet exciter is fully electrically controllable, has low energy consumption, fast response, strong environmental adaptability, compact structure, and light weight. It does not require air source pipelines and can be easily integrated with the crack-drag rudder. After integration, there are no protrusions on the rudder surface, which will not cause thermal protection problems. Moreover, this method only requires the integration of the distributed synthetic dual-jet exciter on the rudder surface without changing other wing structures, making integration and application difficult and maintenance convenient.

[0055] In one embodiment, the distributed synthetic dual-jet actuator includes a first synthetic dual-jet actuator disposed on the outer surface of the control surface and a second synthetic dual-jet actuator disposed on the inner surface of the control surface.

[0056] The first synthetic dual-jet actuator adopts a reverse jet operating mode. The angle between the jet and the control surface must be greater than a preset maximum threshold to induce a higher directional adverse pressure gradient and form a high-energy virtual air wall. Specifically, the synthetic dual-jet actuator (the first synthetic dual-jet actuator) arranged on the outer surface of the control surface in the distributed synthetic dual-jet actuator adopts a reverse jet operating mode. The angle between its jet and the control surface must be as large as possible to induce a higher directional adverse pressure gradient and form a high-energy "virtual air wall".

[0057] The second synthetic dual-jet actuator adopts a flow-directed jet operating mode, where the angle between the jet and the control surface must be less than a preset minimum threshold to form a high-speed attached gas film. Specifically, the synthetic dual-jet actuator (the second synthetic dual-jet actuator) arranged on the inner surface of the control surface in the distributed synthetic dual-jet actuator adopts a flow-directed jet operating mode, and the angle between its jet and the control surface must be as small as possible to form a high-speed attached "gas film".

[0058] The distributed synthetic dual-jet exciter includes a first synthetic dual-jet exciter arranged on the outer surface of the control surface and a second synthetic dual-jet exciter arranged on the inner surface of the control surface. They have two different control mechanisms: "virtual air wall" and "high-speed air film". In practical applications, the two types of exciters can be selectively arranged according to actual needs to achieve different yaw torque control characteristics.

[0059] In one embodiment, in practical application, step 100 includes: selectively arranging a first synthetic dual-jet exciter and a second synthetic dual-jet exciter on the cracked drag rudder according to actual needs, to achieve different yaw moment control characteristics.

[0060] In one embodiment, step 100 includes: integrating the distributed synthetic dual-jet exciter with the cracked drag rudder, designing the size and shape of the cavity of the distributed synthetic dual-jet exciter according to the integration requirements, and setting the distributed synthetic dual-jet exciter on the inner surface and outer surface of the rudder surface of the cracked drag rudder.

[0061] Specifically, the cavity of the distributed synthetic dual-jet exciter can be designed to be of any size and shape, such as cylindrical or cuboid, to achieve an integrated structural design with the control surface.

[0062] In one embodiment, the distributed synthetic dual-jet exciter is arranged along the flow direction of the rudder surface in terms of position, number, and spacing, which can be adjusted according to actual needs to achieve optimal control of drag.

[0063] Specifically, the distributed synthetic dual-jet exciters are arranged on the inner and outer surfaces of the cracked drag rudder. Their position, number, and spacing along the flow direction of the rudder surface can be adjusted according to actual needs to achieve optimal drag control. For example... Figure 3 The diagram shows the flow arrangement of the distributed synthetic dual-jet exciter. Figure 3 Each circle represents a synthetic dual-jet exciter. Distributed synthetic dual-jet exciters are arranged on the inner and outer surfaces of the cracked drag rudder. In practical applications, the optimal arrangement position, spacing, and number of synthetic dual-jet exciters can be selected according to requirements.

[0064] In one embodiment, the arrangement position, number, and spacing of the distributed synthetic dual-jet exciters along the spanwise direction of the cracked drag can be adjusted according to actual needs.

[0065] Specifically, the spanwise arrangement diagram of the distributed synthetic dual-jet exciter is as follows: Figure 4 As shown in the figure. For ease of viewing, only the spanwise arrangement of the actuators on the inner surface of the split-type drag rudder is shown in this figure. Figure 4 Each circle represents a synthetic dual-jet exciter. The spanwise arrangement, number, and spacing of the distributed synthetic dual-jet exciters can be adaptively adjusted according to actual needs to achieve efficient control of the yaw moment on the control side.

[0066] In one embodiment, the jet outlet spacing of the distributed synthetic dual-jet exciter is iteratively optimized according to actual application requirements to achieve high-performance control characteristics of two anti-phase jets relaying each other.

[0067] Specifically, schematic diagrams of different outlet spacings of the synthetic dual-jet exciter are shown below. Figure 5 As shown, (a) is the synthetic dual-jet actuator 1, and (b) is the synthetic dual-jet actuator 2. The outlet spacing of the synthetic dual-jet actuator 1 is larger than that of the synthetic dual-jet actuator 2. In practical applications, the jet outlet spacing needs to be iteratively optimized according to requirements to achieve high-performance control characteristics of the two anti-phase jets relaying each other.

[0068] In one embodiment, the outlet shape of the distributed synthetic dual-jet exciter is designed according to the actual application requirements, and the outlet shape is: circular, elliptical, triangular or rectangular.

[0069] Alternatively, the outlet shape of the distributed synthetic dual-jet exciter can be designed as an array of different shapes according to application requirements.

[0070] Specifically, a schematic diagram of the outlet cross-sectional shape of the synthetic dual-jet exciter is shown below. Figure 6As shown. The outlet shape of the distributed synthetic dual-jet exciter can be designed as circular, elliptical, triangular, rectangular or other arbitrary shapes according to actual application requirements. It can also be designed as an array of different shapes as needed, so that the jets have different three-dimensional evolution characteristics to achieve the best yaw moment control effect.

[0071] It should be understood that, although Figure 1 The steps in the flowchart are shown sequentially as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order in which these steps are executed, and they can be performed in other orders. Figure 1 At least some of the steps in the process may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.

[0072] In a verification embodiment, to further highlight the advantages of the method, the velocity and pressure fields of the airfoil before and after applying control are compared through numerical simulation. For example, the velocity fields before and after applying control at a 4-degree angle of attack are compared. Figure 7 As shown, (a) is the velocity field without control, and (b) is the velocity field with control applied; the pressure field before and after applying control at a 4-degree angle of attack is compared as follows. Figure 8 As shown, (a) represents the pressure field without control, and (b) represents the pressure field with control applied. From an aerodynamic control perspective, the drag coefficient is 0.077 without control, and 0.181 after applying synthetic dual-jet control, an increase of 135%. This demonstrates that the distributed synthetic dual-jet effectively enhances the control capability of the cracked drag rudder. Observing the flow field characteristics before and after control reveals that without control, the outer surface of the cracked drag rudder exhibits a high-pressure adhering flow, while the inner surface is a low-pressure recirculation zone. After control is applied, the synthetic dual-jet actuator on the outer surface of the rudder forms a "virtual air wall" through reverse blowing and suction, increasing the reverse pressure gradient before the jet outlet and forcing the adhering flow to separate earlier, forming a large-area recirculation zone on the outer surface of the rudder, thus increasing the overall pressure on the outer surface. The synthetic dual-jet actuator on the inner surface of the rudder forms a "high-speed air film" through the mutual relay of the flowing jets, increasing the velocity of the fluid near the inner surface of the rudder and reducing the overall pressure on the inner surface. The increased pressure difference in front of and behind the rudder leads to increased drag, which in turn improves the control effectiveness of the split drag rudder.

[0073] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0074] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for enhancing the effectiveness of a crack-type drag rudder based on distributed synthetic dual jets, characterized in that, The method is applicable to any form of split-type drag rudder assembled in an aircraft configuration, and the method includes: Distributed synthetic dual-jet exciter is arranged on the inner and outer surfaces of the rudder surface of the cracked drag rudder. The power control system is used to convert the airborne high-voltage DC signal into a high-voltage wideband AC signal; The high-voltage broadband AC signal is used to drive the distributed synthetic dual-jet exciter to work together and generate multiple variable and controllable synthetic dual jets; The multiple synthetic dual jets relay each other, enhance coupling, reconstruct the pressure distribution in front of and behind the cracked drag rudder, and improve the control effectiveness of the cracked drag rudder.

2. The method according to claim 1, characterized in that, Multiple synthetic dual jets interact and enhance coupling, reconstructing the pressure distribution before and after the cracked drag rudder, thereby improving the control effectiveness of the cracked drag rudder, including: The synthetic dual-jet exciter arranged on the outer surface of the rudder surface of the cracked drag rudder forms a virtual air wall on the surface through reverse blowing and suction; the virtual air wall is used to increase the reverse pressure gradient near the jet outlet, causing the attached flow to separate in advance, forming an alternating backflow zone flow separation on the outer surface of the rudder surface, and increasing the overall pressure on the outer surface of the rudder surface. The synthetic dual-jet exciter arranged on the inner surface of the rudder surface of the cracked drag rudder forms a high-speed gas film on the surface through the mutual relay of the flow jets; the high-speed gas film is used to increase the movement speed of the fluid near the inner surface of the rudder surface and reduce the overall pressure of the inner surface of the rudder surface.

3. The method according to claim 1, characterized in that, The distributed synthetic dual-jet exciter and the crack-type drag rudder are integrated into a single design.

4. The method according to claim 1, characterized in that, The distributed synthetic dual-jet actuator includes a first synthetic dual-jet actuator arranged on the outer surface of the control surface and a second synthetic dual-jet actuator arranged on the inner surface of the control surface. The first synthetic dual-jet exciter adopts a reverse jet working mode, and the angle between the jet and the rudder surface must be greater than the preset maximum threshold in order to induce a higher flow reverse pressure gradient and form a high-energy virtual air wall. The second synthetic dual-jet exciter adopts a flow-direction jet working mode, and the angle between the jet and the rudder surface must be less than a preset minimum threshold in order to form a high-speed gas film attached to the wall.

5. The method according to claim 4, characterized in that, In practical applications, the distributed synthetic dual-jet exciter is arranged on the inner and outer surfaces of the rudder surface of a cracked drag rudder, including: The first and second synthetic dual-jet exciters are selectively arranged on the cracked drag rudder to achieve different yaw moment control characteristics.

6. The method according to claim 1, characterized in that, Distributed synthetic dual-jet exciters are arranged on the inner and outer surfaces of the rudder surface of a cracked drag rudder, including: The distributed synthetic dual-jet exciter and the cracked drag rudder are designed as an integrated unit. The size and shape of the cavity of the distributed synthetic dual-jet exciter are designed according to the integration requirements, and the distributed synthetic dual-jet exciter is set on the inner surface and outer surface of the rudder surface of the cracked drag rudder.

7. The method according to claim 1, characterized in that, The position, number, and spacing of the distributed synthetic dual-jet exciter along the flow direction of the rudder surface are adjusted.

8. The method according to claim 1, characterized in that, The jet outlet spacing of the distributed synthetic dual-jet exciter is iteratively optimized to achieve high-performance control characteristics of two anti-phase jets relaying each other.

9. The method according to claim 1, characterized in that, The arrangement position, number, and spacing of the distributed synthetic dual-jet exciter along the rudder span of the cracked drag direction are adjusted.

10. The method according to claim 1, characterized in that, The outlet shape of the distributed synthetic dual-jet exciter is designed to be circular, elliptical, triangular, or rectangular. Alternatively, the outlet shape of the distributed synthetic dual-jet exciter may be designed as an array of different shapes.

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