Design method of aircraft takeoff power assisting device

Abstract

The invention belongs to the technical field of design of aircraft power devices, and particularly relates to a design method of an aircraft take-off power assisting device. The takeoff power assisting device is installed on the lower portion of an aircraft, the design method comprises the steps that a power module, a connecting module, a control module and a walking supporting module are designed for the takeoff power assisting device, and the power module is used for providing power for the takeoff power assisting device; the connecting module is used for realizing connection and separation of the take-off power assisting device and the airplane; the control module is used for controlling the take-off power assisting device; the walking supporting module is used for supporting the take-off power assisting device to walk. The acceleration of the aircraft in the takeoff acceleration skating process is increased, the takeoff range is shortened, and the takeoff performance of the aircraft is improved; secondly, the empty weight and aerodynamic resistance of the aircraft are not increased in the process of enhancing the take-off performance; and finally, the design constraint of the airborne engine related to the take-off performance is solved, and the airborne engine can be optimally designed completely according to the requirement of high-speed flight.

Description

Technical Field

[0001] The present application belongs to the technical field of aircraft power plant design, and in particular relates to a design method for an aircraft take-off assist device. Background Art

[0002] Fixed-wing aircraft need the support of the runway to take off. The aircraft increases the engine throttle and releases the brakes on the take-off line of the runway, and the aircraft increases the taxiing speed. When the aircraft reaches the specified speed, the aircraft completes the front wheel lift and main wheel lift-off operations.

[0003] The length of the aircraft during takeoff must meet the runway length requirements, that is, the balanced length of the aircraft during takeoff cannot exceed the length of the runway. If the balanced length of the takeoff exceeds the length of the runway, the weight of the aircraft needs to be reduced so that the balanced length of the aircraft during takeoff under the new weight conditions meets the runway length requirements. A reduction in the aircraft's takeoff weight will result in a reduction in the loading weight or a reduction in fuel, which will reduce the aircraft's mission capability. On the contrary, if the aircraft's takeoff weight increases, it will lead to an increase in the loading weight or an increase in fuel, which will improve the aircraft's mission capability. In summary, improving the aircraft's takeoff performance will improve the aircraft's mission capability.

[0004] It is very difficult to improve takeoff performance during aircraft design. The main reasons are the difficulty in improving aerodynamics, strict weight control and imbalance in the matching of the aircraft and the engine.

[0005] It is difficult to improve aerodynamics. The main aerodynamic parameter that affects the takeoff performance of an aircraft is the lift characteristics. At present, there are many constraints on the design of civil aircraft to improve lift characteristics. First, the requirements of noise indicators limit the design of lift-enhancing devices; second, the newly developed wing-body fusion layout passenger aircraft has weak longitudinal control capabilities and it is difficult to use efficient lift-enhancing devices. Therefore, civil aircraft have not made significant progress in the field of improving lift characteristics.

[0006] Strict weight control. The parameter that mainly affects the takeoff acceleration of an aircraft is the engine thrust. Currently, there are many constraints on the selection of increasing engine thrust for civil aircraft. Under the condition of the same engine thrust-to-weight ratio, the greater the engine thrust, the greater the engine weight. The increase in the empty weight of the aircraft will lead to a worsening of the aircraft's economy. Therefore, it is difficult for an aircraft to surpass its competitors by choosing an engine with high thrust.

[0007] Imbalance in matching between the aircraft and the engine. The cruise performance of an aircraft is positively correlated with its aerodynamic efficiency. The higher the aerodynamic efficiency of the aircraft, the smaller the resistance under the same cruise flight conditions, and the more fuel-efficient the aircraft is. Therefore, improving the aerodynamic efficiency of the aircraft during cruise flight is the design goal of engineers. In the process of improving the aerodynamic efficiency of the aircraft's cruise, engineers are faced with the situation where the aerodynamic design parameters of the aircraft and the power design parameters are not coordinated. That is, if the cruise aerodynamic efficiency is improved, a relatively small cruise thrust is required to meet the cruise flight requirements; if the classic power parameter design is adopted, then the cruise thrust will be excessive, and the advantages brought by the reduced cruise thrust demand cannot be fully reflected; if a smaller power parameter design is adopted, then the takeoff thrust of the engine will be reduced accordingly, which cannot meet the takeoff field length requirements.

[0008] In order to improve the overall performance of the aircraft, it is necessary to improve the take-off performance and cruise performance of the aircraft. Improving cruise performance can be achieved by improving the aerodynamic efficiency of the aircraft, and improving take-off performance can be achieved by increasing the take-off thrust. Therefore, under the constraints of various design conditions, increasing the take-off thrust of the aircraft without significantly increasing the empty weight of the aircraft is one of the key requirements; increasing the take-off thrust of the aircraft without increasing the cruising resistance is one of the key requirements; increasing the take-off thrust while meeting the cruise thrust design point is one of the key requirements.

[0009] Therefore, it is desired to have a technical solution to overcome or at least alleviate at least one of the above-mentioned defects of the prior art. Summary of the invention

[0010] The purpose of the present application is to provide a design method for an aircraft take-off assist device to solve at least one problem existing in the prior art.

[0011] The technical solution of this application is:

[0012] A design method for an aircraft take-off assist device, wherein the take-off assist device is installed at the lower part of the aircraft, and the design method comprises:

[0013] A power module, a connection module, a control module and a walking support module are designed for the take-off assist device, wherein:

[0014] The power module is used to provide power for the take-off assist device;

[0015] The connection module is used to realize the connection and separation of the take-off assist device and the aircraft;

[0016] The control module is used to realize the control of the take-off assist device;

[0017] The walking support module is used to support the taking-off assisting device in walking.

[0018] In at least one embodiment of the present application, the aircraft comprises an aircraft center body, wings, an onboard engine and a landing gear, wherein:

[0019] The wings include a left wing and a right wing, which are symmetrically arranged on the left and right sides of the central body of the aircraft respectively;

[0020] The onboard engine comprises a left onboard engine and a right onboard engine, which are symmetrically arranged on the upper part of the central body of the aircraft;

[0021] The landing gear comprises a front landing gear, a left rear landing gear and a right rear landing gear, which are respectively arranged at the lower part of the central body of the aircraft.

[0022] In at least one embodiment of the present application, the power module includes an aircraft engine, an air intake unit, and an exhaust unit.

[0023] In at least one embodiment of the present application, the air intake unit ensures that the air entering the aircraft engine is free of impurities.

[0024] In at least one embodiment of the present application, the exhaust unit ensures that the jet flow of the aircraft engine does not damage the aircraft.

[0025] In at least one embodiment of the present application, the control module includes:

[0026] A driving direction control unit, used to control the driving direction of the take-off assist device;

[0027] A throttle position control unit, used to control the throttle position of the take-off assist device;

[0028] A brake control unit is used to control the braking of the take-off assist device.

[0029] In at least one embodiment of the present application,

[0030] After the takeoff assist device is connected to the aircraft, the aircraft obtains the operating authority of the takeoff assist device.

[0031] In at least one embodiment of the present application,

[0032] When the takeoff assisting device is disconnected from the aircraft, the takeoff assisting device recovers its own operating authority.

[0033] In at least one embodiment of the present application, the walking support module includes:

[0034] A support unit connected to the take-off assist device;

[0035] A tire mounted on the bottom of the support unit;

[0036] A brake unit is mounted on the tire.

[0037] In at least one embodiment of the present application, the take-off assist device is used as follows:

[0038] The aircraft increases all throttles and releases the brakes on the takeoff line, and the aircraft accelerates and rolls;

[0039] If the airplane experiences an engine failure before the critical engine failure speed, the pilot reduces all throttles, deploys spoilers, applies brakes, and aborts the takeoff;

[0040] If the aircraft does not experience an engine failure before the critical engine failure speed, the pilot reduces the throttle of the takeoff assist device before the nose wheel rotation speed, and disconnects the aircraft from the takeoff assist device after the acceleration of the takeoff assist device is less than the acceleration of the aircraft;

[0041] The takeoff assist device brakes and slows down, creating distance from the aircraft;

[0042] The aircraft completed the takeoff operation according to the normal takeoff procedure.

[0043] The invention has at least the following beneficial technical effects:

[0044] The design method of the aircraft takeoff assist device of the present application provides a power layout design that takes into account both the aircraft takeoff performance and the cruise performance, and achieves the goal of improving the takeoff performance on the basis of maintaining the effect of improving the aircraft cruise performance. The present application increases the acceleration of the aircraft during the takeoff acceleration and taxiing process, shortens the takeoff field length, and improves the takeoff performance of the aircraft; secondly, the process of enhancing the takeoff performance does not increase the empty weight and aerodynamic resistance of the aircraft; finally, the design constraints of the airborne engine on the takeoff performance are solved, and the airborne engine can be optimized and designed completely according to the requirements of high-speed flight. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figure 1 is an isometric view of an aircraft equipped with a takeoff assist device according to one embodiment of the present application;

[0046] Figure 2 is a front view of an aircraft equipped with a takeoff assist device according to an embodiment of the present application;

[0047] Figure 3 is a side view of an aircraft equipped with a takeoff assist device according to an embodiment of the present application;

[0048] Figure 4 is a top view of an aircraft equipped with a takeoff assist device according to an embodiment of the present application;

[0049] Figure 5is a bottom view of an aircraft equipped with a takeoff assist device according to one embodiment of the present application;

[0050] Figure 6 is a side view of a take-off assist device according to an embodiment of the present application;

[0051] Figure 7 It is a front view of a take-off assist device according to one embodiment of the present application.

[0052] in:

[0053] 1- aircraft center body; 2- wings; 3- onboard engine; 4- aircraft; 5- landing gear; 6- take-off assist device; 7- shell of take-off assist device; 8- power module; 9- control module; 10- tire; 11- brake module; 12- support unit. DETAILED DESCRIPTION

[0054] In order to make the purpose, technical scheme and advantages of the implementation of this application clearer, the technical scheme in the embodiment of this application will be described in more detail below in conjunction with the drawings in the embodiment of this application. In the drawings, the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The described embodiments are part of the embodiments of this application, not all of them. The embodiments described below with reference to the drawings are exemplary and are intended to be used to explain this application, and should not be construed as limitations on this application. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The embodiments of this application are described in detail below in conjunction with the drawings.

[0055] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the scope of protection of the present application.

[0056] The following is combined with Figures 1 to 7 This application is described in further detail.

[0057] The present application provides a design method for an aircraft take-off assist device, wherein the take-off assist device 6 is installed at the lower part of an aircraft 4, and the design method includes:

[0058] A power module 8, a connection module, a control module 9 and a walking support module are designed for the take-off assist device 6, wherein:

[0059] The power module 8 is used to provide power for the take-off assist device 6;

[0060] The connection module is used to realize the connection and separation between the take-off assist device 6 and the aircraft 4;

[0061] The control module 9 is used to control the take-off assist device 6;

[0062] The walking support module is used to support the take-off assist device 6 to walk.

[0063] The aircraft takeoff assist device design method of the present application, the takeoff assist device 6 is a self-propelled device equipped with an aircraft engine 8, also known as a takeoff vehicle. The power module 8 is an aircraft engine and associated intake and exhaust units. The connection module is responsible for the connection and separation of the takeoff vehicle and the aircraft 4. The control module 9 is responsible for the control of the takeoff vehicle, including the driving direction, throttle position, brake control, etc. The support walking module includes a support unit 12, a tire 10, a brake unit 11, etc. Before takeoff, the takeoff assist device 6 is connected to the aircraft 4, and the aircraft engine on the device assists the acceleration of the aircraft 4. Before the aircraft 4 lifts the front wheels, the throttle of the device is reduced, and the separation operation is performed with the aircraft 4. After that, the aircraft 4 takes off and the takeoff vehicle uses the brakes to slow down.

[0064] Specifically, Figure 1-5 As shown, the aircraft 4 includes an aircraft center body 1, wings 2, airborne engines 3 and landing gears 5, wherein the wings 2 include a left wing and a right wing, which are symmetrically arranged on the left and right sides of the aircraft center body 1; the airborne engines 3 include a left airborne engine and a right airborne engine, which are symmetrically arranged on the upper part of the aircraft center body 1; the landing gears 5 include a front landing gear, a left rear landing gear and a right rear landing gear, which are arranged on the lower part of the aircraft center body 1. In this embodiment, the aircraft 4 adopts a wing-body fusion layout aircraft, and the take-off assist device 6 is also applicable to aircraft with conventional layout schemes.

[0065] like Figure 6-7 As shown, in the preferred embodiment of the present application, the power module 8 includes an aircraft engine, an air intake unit and an exhaust unit. The air intake unit ensures that the air entering the aircraft engine is free of impurities, and the exhaust unit ensures that the jet of the aircraft engine does not damage the aircraft 4. The design of the power unit 8 of the take-off vehicle is selected, the air intake unit ensures that the air entering the aircraft engine is free of impurities, and the exhaust unit ensures that the jet of the aircraft engine does not damage the aircraft. The aircraft engine requires a large thrust-to-weight ratio and small geometric dimensions. There is no strict requirement for the fuel consumption rate of the aircraft engine, and the thrust of the aircraft engine in the take-off state is required to meet the capacity requirements of the aircraft take-off field length.

[0066] In the preferred embodiment of the present application, the control module 9 includes: a driving direction control unit for controlling the driving direction of the take-off assist device 6; a throttle position control unit for controlling the throttle position of the take-off assist device 6; and a brake control unit for controlling the brake of the take-off assist device 6. The take-off vehicle control authority is allocated as follows: when the take-off assist device 6 is connected to the aircraft 4, the aircraft 4 obtains the operation authority of the take-off assist device 6, including steering, throttle and brake, etc.; when the take-off assist device 6 is disconnected from the aircraft 4, the take-off assist device 6 restores its own operation authority and can complete the operation and stop operation according to its own needs.

[0067] In a preferred embodiment of the present application, the walking support module includes: a support unit 12 connected to the take-off assist device 6 ; a tire 10 installed at the bottom of the support unit 12 ; and a brake unit 11 installed on the tire 10 .

[0068] It is understandable that in this embodiment, one takeoff assist device 6 is installed on the aircraft 4, and the design of using two or three takeoff assist devices 6 is also applicable. The takeoff assist device 6 can be installed with one aircraft engine, or two or three aircraft engines.

[0069] The design method of the aircraft take-off assist device of the present application and the use method of the take-off assist device 6 are as follows:

[0070] The aircraft 4 increases all throttles (including the onboard engine of the aircraft 4 and the aircraft engine on the take-off assist device 6) on the take-off line and releases the brakes, and the aircraft 4 accelerates and rolls;

[0071] If the aircraft 4 experiences an engine failure before the critical engine failure speed, the pilot reduces all throttles, deploys spoilers, applies brakes, and aborts the takeoff;

[0072] If the aircraft 4 does not experience a single engine failure before the critical engine failure speed, the pilot reduces the throttle of the takeoff assist device 6 before the nose wheel rotation speed, and disconnects the aircraft 4 from the takeoff assist device 6 after the acceleration of the takeoff assist device 6 is less than the acceleration of the aircraft 4;

[0073] The take-off assist device 6 brakes and decelerates to create a distance from the aircraft 4;

[0074] Aircraft 4 completes the takeoff operation according to the conventional takeoff process.

[0075] The design method of the aircraft takeoff assist device of the present application first increases the acceleration of the aircraft during takeoff, shortens the takeoff field length, and improves the takeoff performance of the aircraft. Secondly, the takeoff process is increased without increasing the empty weight and aerodynamic drag of the aircraft. Finally, the design constraints of the airborne engine on takeoff performance are solved, and the airborne engine can be optimized and designed completely according to the requirements of high-speed flight.

[0076] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A method for designing an aircraft take-off assist device, wherein the take-off assist device (6) is installed at the lower part of the aircraft (4), characterized in that: Design methods include: A power module (8), a connection module, a control module (9) and a walking support module are designed for the take-off assist device (6), wherein: The power module (8) is used to provide power for the take-off assist device (6); The connection module is used to realize the connection and separation of the take-off assist device (6) and the aircraft (4); The control module (9) is used to realize the control of the take-off assist device (6); The walking support module is used to support the take-off assist device (6) in walking.

2. The method for designing an aircraft takeoff assist device according to claim 1, characterized in that: The aircraft (4) comprises an aircraft center body (1), wings (2), an onboard engine (3) and a landing gear (5), wherein: The wings (2) include a left wing and a right wing, which are symmetrically arranged on the left and right sides of the aircraft central body (1); The onboard engine (3) comprises a left onboard engine and a right onboard engine, which are symmetrically arranged on the upper part of the aircraft central body (1); The landing gear (5) comprises a front landing gear, a left rear landing gear and a right rear landing gear, which are respectively arranged at the lower part of the aircraft central body (1).

3. The method for designing an aircraft takeoff assist device according to claim 1, characterized in that: The power module (8) comprises an aircraft engine, an air intake unit and an exhaust unit.

4. The method for designing an aircraft takeoff assist device according to claim 3, characterized in that: The air intake unit ensures that the air entering the aircraft engine is free of impurities.

5. The method for designing an aircraft takeoff assist device according to claim 4, characterized in that: The exhaust unit ensures that the jet flow of the aircraft engine does not damage the aircraft (4).

6. The method for designing an aircraft takeoff assist device according to claim 1, characterized in that: The control module (9) comprises: A driving direction control unit, used for controlling the driving direction of the take-off assist device (6); A throttle position control unit, used for controlling the throttle position of the take-off assist device (6); A brake control unit is used to control the braking of the take-off assist device (6).

7. The method for designing an aircraft takeoff assist device according to claim 6, characterized in that: When the take-off assist device (6) is connected to the aircraft (4), the aircraft (4) obtains the operating authority of the take-off assist device (6).

8. The method for designing an aircraft takeoff assist device according to claim 7, characterized in that: When the take-off assisting device (6) is disconnected from the aircraft (4), the take-off assisting device (6) recovers its own operating authority.

9. The method for designing an aircraft takeoff assist device according to claim 1, characterized in that: The walking support module includes: A support unit (12) connected to the take-off assist device (6); A tire (10) mounted on the bottom of the support unit (12); A brake unit (11) is mounted on the tire (10).

10. The method for designing an aircraft takeoff assist device according to claim 1, characterized in that: The use method of the take-off assist device (6) is as follows: The aircraft (4) increases all throttles and releases brakes on the take-off line, and the aircraft (4) accelerates and rolls; If the aircraft (4) experiences an engine failure before the critical engine failure speed, the pilot reduces all throttles, deploys spoilers, applies brakes, and aborts the takeoff; If the aircraft (4) does not experience a single engine failure before the critical engine failure speed, the pilot reduces the throttle of the takeoff assist device (6) before the nose wheel rotation speed is reached, and disconnects the aircraft (4) from the takeoff assist device (6) after the acceleration of the takeoff assist device (6) is less than the acceleration of the aircraft (4); The take-off assist device (6) brakes and decelerates, thereby creating a distance between the aircraft (4); The aircraft (4) completes the take-off operation according to the conventional take-off process.

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