Tailless wide-speed-range aircraft based on vortex wave effect and control method thereof

Abstract

The invention provides a tailless wide-speed-range aircraft based on a vortex wave effect and a control method thereof.The tailless wide-speed-range aircraft comprises an aircraft body, the aircraft body comprises an aircraft body and wings, the wings and the aircraft body form a wing-body fusion layout, the wings comprise inner wings and outer wings, the inner wings are provided with inner side elevators and outer side elevators, and the outer side elevators are provided with outer side elevators; the outer wing is provided with an aileron, a wing trailing edge resistance type rudder and a wing embedded resistance type rudder; a fuselage lift type rudder is arranged at the tail of the fuselage. According to the invention, the windward side shock wave and leeside vortex characteristics of the wing are optimized, and wide-speed-range lift force generation and wave drag reduction are realized. The radar reflection cross section is reduced by adopting the empennage-free layout, and the stealth performance is improved through the smooth wing body fusion design. The multi-control-surface cooperative control strategy solves the problem of lateral static instability of the tailless aircraft, and meanwhile, the wide-speed-range control requirement is met. The layout flexibility is improved, and the pneumatic control performance and the structural performance of the aircraft are optimized by functional partitioning of the inner wing, the outer wing and the control surface.

Description

Technical Field

[0001] The present invention relates to the field of aerospace technology, and in particular to a tailless wide-speed range aircraft based on vortex wave effect and a control method thereof. Background Art

[0002] With the development of aerospace technology, aircraft are gradually developing towards high stealth, wide speed range adaptability and multi-task adaptability. However, the aerodynamic layout of traditional aircraft is difficult to balance the performance matching between high speed and low speed. At the same time, due to the constraints of the tail layout, there are bottlenecks in the optimization of stealth performance and control performance. Tailless aircraft have attracted much attention for their unique aerodynamic layout and stealth performance, but the current flight range of tailless aircraft is mostly limited to subsonic and narrow range flight.

[0003] As an important theory of modern aerodynamics, the vortex wave effect can achieve a significant improvement in aerodynamic performance through the coordinated optimization of the shock wave on the windward side of the wing and the vortex on the leeward side, providing a new idea for solving the problem of wide speed range adaptability of tailless aircraft. Summary of the invention

[0004] The purpose of the present invention is to provide a tailless wide-speed range aircraft and a control method thereof based on vortex wave effect. By integrating vortex wave effect aerodynamic design, tailless wing structure design, and multi-control surface collaborative control strategy, the limitations of traditional layout are broken through, good wide-speed range aerodynamic performance and stealth characteristics are achieved, and complex flight conditions from subsonic to supersonic are adapted.

[0005] According to one object of the present invention, the present invention provides a tailless wide-speed range aircraft based on vortex wave effect, comprising a fuselage, wherein the fuselage comprises a fuselage and wings, wherein the wings and the fuselage form a wing-body fusion layout, wherein the wings comprise an inner wing and an outer wing, wherein the inner wing is provided with an inner elevator and an outer elevator, and the outer wing is provided with ailerons, a wing trailing edge drag rudder and a wing embedded drag rudder; and a fuselage lift rudder is arranged at the tail of the fuselage.

[0006] Furthermore, the leading edge of the wing is designed with a double swept curve, the inner wing sweep angle is 80°, and the outer wing sweep angle is 45°.

[0007] Furthermore, the angle between the rudder axis of the fuselage lift-type rudder and the longitudinal symmetry plane of the fuselage is 30°-60°.

[0008] Furthermore, the inner elevator and the outer elevator achieve pitch control through synchronous deflection.

[0009] Furthermore, the aileron realizes roll control by deflecting in opposite directions to the left and right.

[0010] Furthermore, the wing trailing edge drag rudder and the wing embedded drag rudder achieve low-speed yaw control through synchronous reverse deflection.

[0011] Furthermore, the fuselage lift-type rudder generates asymmetric lift through deflection to achieve high-speed yaw control.

[0012] Furthermore, the aircraft adopts a drag control strategy when flying at subsonic speeds, and adopts a lift control strategy when flying at supersonic speeds.

[0013] According to another object of the present invention, the present invention provides a control method for the above-mentioned tailless wide-speed range aircraft based on vortex wave effect, comprising the following steps:

[0014] Pitch control: Pitch moment adjustment is achieved through synchronous deflection of the inner and outer elevators;

[0015] Roll control: The reverse deflection of the aileron provides a rolling moment, and the aileron is arranged close to the outer wing area, which improves the roll sensitivity;

[0016] Lateral control includes drag control and lift control:

[0017] Drag control: The reverse deflection of the drag rudder on the trailing edge of the wing and the wing-embedded drag rudder produces a yaw moment, which is suitable for low-speed control;

[0018] Lift control: The asymmetric lift generated by the fuselage lift rudder provides yaw control, suitable for high-speed conditions.

[0019] Furthermore, at subsonic speed Ma<1, the drag type is dominant, with the lift type as a supplement;

[0020] At supersonic speed Ma≥1, lift type is the main type, with drag type as a supplement.

[0021] The technical solution of the present invention optimizes the shock wave characteristics of the windward side of the wing and the vortex characteristics of the leeward side based on the design of the vortex wave effect, realizing lift generation and wave resistance reduction in a wide speed range. The tailless wing layout is adopted to reduce the radar reflection cross section, and the stealth performance is improved through the smooth wing-body fusion design. The multi-control surface collaborative control strategy solves the lateral static instability problem of the tailless aircraft, while meeting the control requirements of a wide speed range. The layout flexibility is improved, and the aerodynamic control and structural performance of the aircraft are optimized by zoning the functions of the inner and outer wings and the control surfaces. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0023] Figure 1 It is a schematic diagram of a top view of the structure of an embodiment of the present invention;

[0024] Figure 2 It is a bottom view structural schematic diagram of an embodiment of the present invention;

[0025] Figure 3 It is a rear view structural schematic diagram of an embodiment of the present invention;

[0026] In the figure: 1. Fuselage; 2. Wing; 3. Inner wing; 4. Outer wing; 5. Inner elevator; 6. Outer elevator; 7. Aileron; 8. Trailing edge drag rudder; 9. Wing embedded drag rudder; 10. Fuselage lift rudder. DETAILED DESCRIPTION

[0027] The technical solution of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0028] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0029] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "multiple" means two or more, unless otherwise clearly and specifically defined. In addition, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal connection of two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0030] Example 1

[0031] like Figure 1-Figure 3 As shown,

[0032] A tailless wide-speed range aircraft based on vortex wave effect comprises a fuselage, wherein the fuselage comprises a fuselage 1 and wings 2, wherein the fuselage 1 and the wings 2 are arranged symmetrically, and the wings 2 are arranged on both sides of the fuselage 1, and a wing-body fusion layout is formed through vortex wave effect design. The leading edges of the fuselage 1 and the wings 2 adopt a double swept curve design to reduce wave drag and improve lift performance.

[0033] In this embodiment, the wing 2 and the fuselage 1 form a wing-body fusion with a smooth transition, and the leading edge adopts a double swept curve design (the inner wing sweep angle is 80°, and the outer wing sweep angle is 45°). The leading edge of the outer wing 2 realizes high-speed airflow diversion through an embedded rudder, and the trailing edge enhances the yaw capability through the rudder.

[0034] In this embodiment, the fuselage is made of lightweight composite materials and the surface is covered with an absorbing coating to enhance stealth performance and adapt to high temperature environments.

[0035] The wing 2 includes an inner wing 3 and an outer wing 4, and the inner wing 3 and the outer wing 4 are arranged in sections. The inner wing 3 is connected to the fuselage, fixed on both sides of the fuselage, and is equipped with an inner elevator 5 and an outer elevator 6 to achieve main lift generation and pitch control; specifically, the inner elevator 5 is arranged on the side of the trailing edge of the inner wing 3 close to the fuselage, and the outer elevator 6 is arranged on the trailing edge of the inner wing 3 and on the outside of the inner elevator 5.

[0036] In this embodiment, an inner elevator is arranged at the trailing edge of the inner wing close to the fuselage for pitch control; an outer elevator is arranged outside the trailing edge of the inner wing for high-speed pitch adjustment.

[0037] The outer wing 4 is arranged on both sides of the inner wing 3, and includes ailerons 7, a wing trailing edge drag rudder 8 and a wing embedded drag rudder 9 to provide roll and yaw control.

[0038] In this embodiment, ailerons are arranged near the wing tip at the trailing edge of the outer wing to achieve roll control; a wing trailing edge drag rudder is arranged at the trailing edge of the outer wing to provide a low-speed yaw moment in combination with the wing embedded drag rudder.

[0039] Specifically, the aileron is arranged on the side of the inner wing trailing edge close to the outer wing, the wing trailing edge drag rudder is arranged on the outer wing trailing edge; and the wing embedded drag rudder is arranged on the front part of the outer wing upper surface.

[0040] The fuselage tail is provided with a fuselage lift type rudder 10, which is arranged at the tail of the lower side of the fuselage and is used for lift type yaw control at high speed.

[0041] In this embodiment, the angle between the rudder axis of the fuselage lift-type rudder and the longitudinal symmetry plane of the fuselage is preferably in the range of 30° to 60°, preferably 45°.

[0042] In this embodiment, the fuselage mainly provides loading space for airborne equipment, payload and power system, the wings mainly provide flight lift and control force, and elevators, ailerons and rudders are arranged on the wings to meet the aircraft's requirements for aerodynamic control and stability performance, enabling it to achieve controllable flight in the full speed range.

[0043] The tailless wide-speed range aircraft based on vortex wave effect of the present invention adopts a cooperative control strategy:

[0044] When flying at subsonic speed (Ma<1), drag control is the main method, supplemented by lift control. The reverse deflection of the drag rudder on the trailing edge of the wing and the wing-embedded drag rudder is used to generate a yaw moment through the drag difference to achieve lateral control.

[0045] When flying at supersonic speed (Ma≥1), lift control is the main method, supplemented by drag control; the fuselage lift rudder generates asymmetric lift for yaw control; the inner and outer wing elevators jointly adjust the pitch moment, and the ailerons control the rolling moment.

[0046] Specifically, the aircraft of the present invention adopts a dynamic control strategy based on the speed domain:

[0047] 3.1 Longitudinal control

[0048] Pitch Control:

[0049] Pitch moment adjustment is achieved by synchronously deflecting the left and right elevators (inside and outside).

[0050] Advantages of dual rudder configuration:

[0051] The inboard elevator provides most of the control force, while the outboard elevator enhances responsiveness at high speeds.

[0052] 3.2 Lateral control

[0053] Roll Control:

[0054] The rolling moment is provided by the reverse deflection of the ailerons. The ailerons are arranged close to the outer wing area, which improves the rolling sensitivity.

[0055] 3.3 Lateral control

[0056] Resistance control (subsonic):

[0057] The opposite deflection of the trailing edge rudder and the embedded rudder produces a yaw moment, which is suitable for low-speed maneuvers.

[0058] Lift control (supersonic):

[0059] The asymmetric lift generated by the fuselage-lift rudder provides yaw control, which is suitable for high-speed conditions.

[0060] 3.4 Dynamic Collaboration Strategy

[0061] At subsonic speed (Ma<1), drag mode is the main mode, and lift mode is the auxiliary mode;

[0062] At supersonic speeds (Ma≥1), lift-based propulsion is the main mode, with drag-based propulsion as a supplement.

[0063] This strategy enables the aircraft to maintain efficient control performance in different speed ranges while reducing the adverse effects on aerodynamic performance.

[0064] The tailless wide-speed range aircraft of the present invention based on the vortex wave effect has improved aerodynamic performance. The design based on the vortex wave effect optimizes the shock wave characteristics of the windward side of the wing and the vortex characteristics of the leeward side, and realizes lift generation and wave resistance reduction in a wide speed range. The stealth performance is optimized, and the tailless wing layout is adopted to reduce the radar reflection cross section, and the stealth performance is improved by the smooth wing-body fusion design. The control performance is enhanced, and the multi-control surface collaborative control strategy solves the lateral static instability problem of the tailless aircraft, while meeting the control requirements of a wide speed range. The layout flexibility is improved, and the aerodynamic control and structural performance of the aircraft are optimized by zoning the functions of the inner and outer wings and the control surfaces.

[0065] The vortex wave effect is a technology in modern aerodynamics that uses the interaction between vortices and shock waves of high-speed airflow to optimize aerodynamic performance. Its application includes the following key points:

[0066] Vortex strengthens lift. At low speeds, the vortex formed by the airflow on the leeward side of the wing increases the lift coefficient by increasing the local pressure difference. This allows tailless aircraft to maintain good takeoff and landing performance at lower speeds.

[0067] Shock wave control and drag reduction: When flying at high speed, shock waves will be generated at the leading edge of the wing and fuselage. By optimizing the airfoil design and leading edge curve (such as double swept angle design), the intensity of the shock wave can be reduced and the wave drag can be reduced.

[0068] Adaptable to a wide speed range, the vortex wave effect is not only suitable for lift enhancement at subsonic speeds (Ma<1), but also has a significant optimization effect on supersonic flow stability (Ma≥1).

[0069] This theory provides a theoretical basis for the design of the aircraft of the present invention, enabling the aircraft to maintain the stability and controllability of aerodynamic performance within the full speed range.

[0070] The present invention can further optimize the dynamic control performance of the control surface. Through the intelligent control system, based on multi-sensor fusion technology, the aircraft attitude, speed and aerodynamic environment can be monitored in real time. The deflection angles of multiple control surfaces can be dynamically adjusted through the embedded algorithm to achieve efficient coordinated control. Through the adaptive control strategy, the inner and outer wing elevators provide a stable pitch moment during takeoff and landing. During the cruise phase, the embedded rudder cooperates with the lift rudder to adjust the yaw and reduce the control energy consumption.

[0071] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A tailless wide-speed range aircraft based on vortex wave effect, characterized in that: The invention comprises a fuselage, wherein the fuselage comprises a fuselage and a wing, wherein the wing and the fuselage form a wing-body fusion layout, wherein the wing comprises an inner wing and an outer wing, wherein the inner wing is provided with an inner elevator and an outer elevator, and the outer wing is provided with an aileron, a wing trailing edge drag rudder and a wing embedded drag rudder; and a fuselage lift rudder is provided at the tail of the fuselage.

2. The tailless wide-speed range aircraft based on vortex effect according to claim 1, characterized in that: The leading edge of the wing is designed with a double swept curve, with an inner wing sweep angle of 80° and an outer wing sweep angle of 45°.

3. The tailless wide-speed range aircraft based on vortex wave effect according to claim 1, characterized in that: The included angle between the rudder shaft of the fuselage lift-type rudder and the longitudinal symmetry plane of the fuselage is 30°-60°.

4. The tailless wide-speed range aircraft based on vortex wave effect according to claim 1, characterized in that: The inner elevator and the outer elevator achieve pitch control through synchronous deflection.

5. The tailless wide-speed range aircraft based on vortex wave effect according to claim 1, characterized in that: The ailerons achieve roll control by deflecting in opposite directions to the left and right.

6. The tailless wide-speed range aircraft based on vortex effect according to claim 1, characterized in that: The wing trailing edge drag rudder and the wing embedded drag rudder achieve low-speed yaw control through synchronous reverse deflection.

7. The tailless wide-speed range aircraft based on vortex wave effect according to claim 1, characterized in that: The fuselage lift-type rudder generates asymmetric lift through deflection to achieve high-speed yaw control.

8. The tailless wide-speed range aircraft based on vortex wave effect according to claim 1, characterized in that: The aircraft adopts a drag control strategy when flying at a subsonic speed, and adopts a lift control strategy when flying at a supersonic speed.

9. The control method of a tailless wide-speed range aircraft based on vortex wave effect according to claim 1, characterized in that: The steps include: Pitch control: Pitch moment adjustment is achieved through synchronous deflection of the inner and outer elevators; Roll control: The reverse deflection of the aileron provides a rolling moment, and the aileron is arranged close to the outer wing area, which improves the roll sensitivity; Lateral control includes drag control and lift control: Drag control: The reverse deflection of the drag rudder on the trailing edge of the wing and the wing-embedded drag rudder produces a yaw moment, which is suitable for low-speed control; Lift control: The asymmetric lift generated by the fuselage lift rudder provides yaw control, suitable for high-speed conditions.

10. The control method of a tailless wide-speed range aircraft based on vortex wave effect according to claim 9, characterized in that: At subsonic speeds Ma<1, the drag type is the main type, with the lift type as a supplement; at supersonic speeds Ma≥1, the lift type is the main type, with the drag type as a supplement.

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