A stiffened layout structure for a thrust vectoring control fin

Abstract

The present application relates to the technical field of multi-physical field complex working condition plate shell structure enhancement, in particular to a stiffened layout structure applied to a thrust vector control wing. The present application solves the problem of insufficient rigidity and strength of the lightweight thrust vector control wing under high temperature and high load working conditions. By reasonably arranging the rib, the buckling resistance of the thrust vector control wing bottom plate is improved, and the maximum deformation degree of the thrust vector control wing bottom plate is reduced. The present application improves the rigidity and strength of the thrust vector control wing while meeting the needs of lightweight design without increasing the net weight of the rib. In addition, parameterization expression is helpful to realize rapid modeling in engineering application.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of multi-physical field complex working condition plate shell structure enhancement, and particularly relates to a stiffened layout structure applied to a thrust vector control wing. BACKGROUND

[0002] The thrust vector control wing can adjust the jet direction of the tail flame of the vector engine by swinging, so as to realize the turning of a warplane, a missile and the like. The thrust vector control wing is in a high-temperature and high-load working condition generated by the tail flame in the working process, at which time, the traditional normal orthogonal stiffened layout is usually difficult to effectively inhibit the deformation and buckling of the bottom plate of the thrust vector control wing. The traditional normal orthogonal stiffened scheme usually adopts the way of increasing the thickness or height of the rib to improve the strength and rigidity performance of the bottom plate of the thrust vector control wing, but this will significantly increase the net weight of the rib, which does not conform to the concept of lightweight design. SUMMARY

[0003] According to the above technical problem, the present application provides a stiffened layout structure applied to a thrust vector control wing.

[0004] The technical means adopted by the present application are as follows:

[0005] A stiffened layout structure applied to a thrust vector control wing is composed of a primary level rib layout and a secondary level rib layout. The primary level rib layout includes a first rib, a second rib, a third rib, a seventh rib and a twelfth rib, and a sixteenth rib, a seventeenth rib, an eighteenth rib, a nineteenth rib, a twentieth rib, a twenty-first rib, a twenty-second rib, wherein the twentieth rib is a central longitudinal rib. The secondary level rib layout includes an eighth rib, a ninth rib, a tenth rib, an eleventh rib, a fourth rib, a fifth rib, a sixth rib, a thirteenth rib, a fourteenth rib and a fifteenth rib. The overall stiffened structure layout of the present application is left-right symmetrical about the central axis, and the positions of the ribs are determined by the mutual connection relationship of the key nodes P1 to P9. Figure 1 The PO point shown in the figure is taken as the coordinate origin.

[0006] The coordinate origin PO is placed at the connection position of the actuator cylinder support or other types of actuation structure and the control wing bottom plate; when the specific transmission connection position is not clear, the coordinate origin PO can be placed at the center of gravity position of the control wing bottom plate. The distance between P0 and P1 is L.

[0007] At this time, the coordinates of the nodes P1 to P9 are as follows: P1=(0,-L), P2=(0,L),

[0008] The first, second and third main-level ribs are curve ribs. The first rib passes through P3, P9 and the symmetrical node of P9, fits the three points by a spline curve, and extends to the control wing shell to determine the position of the rib; the second rib passes through the origin P0, P7, P8 and the symmetrical nodes of P7 and P8, fits the five points by a spline curve, and extends to the control wing shell to determine the position of the rib; and the third rib passes through P1, P4, P5, P8 and the corresponding symmetrical nodes, fits the seven points by a spline curve to determine the position of the rib.

[0009] The third main-level rib passes through P1, P4, P5, P8 and the corresponding symmetrical nodes, fits the seven points by a spline curve to determine the position of the rib.

[0010] The third main-level rib passes through P1, P4, P5, P8 and the corresponding symmetrical nodes, fits the seven points by a spline curve to determine the position of the rib.

[0011] Compared with the traditional normal orthogonal rib arrangement, the present application has the following advantages:

[0012] The present application can solve the problem of insufficient rigidity and strength of lightweight thrust vector control wing under high temperature and high load working conditions, improve the buckling resistance of the thrust vector control wing bottom plate by reasonable layout of the rib, and reduce the maximum deformation degree of the thrust vector control wing bottom plate. In terms of engineering implementation, only the overall size scaling and movement of the rib layout scheme of the present application need to be carried out according to the actual shape of the thrust vector control wing, so as to complete the rib layout of the thrust vector control wing. The design efficiency is similar to that of the traditional rib layout, but the strength and rigidity performance of the structure is better than that of the traditional orthogonal rib layout scheme. The present application improves the rigidity and strength of the thrust vector control wing while meeting the needs of lightweight design without increasing the net weight of the rib. In addition, the parameterization expression is helpful to realize the rapid modeling in engineering application. BRIEF DESCRIPTION OF DRAWINGS

[0013] Figure 1 It is a top view of a rib layout structure applied to a thrust vector control wing in the specific embodiment of the present application.

[0014] Figure 2 It is a structural schematic diagram of a thrust vector control wing without rib in the specific embodiment of the present application.

[0015] Figure 3 It is a structural schematic diagram of a thrust vector control wing using the rib layout of the present application in the specific embodiment of the present application.

[0016] Figure 4 It is a structural schematic diagram of a thrust vector control wing using the traditional orthogonal rib layout in the specific embodiment of the present application.

[0017] Figure 5 It is a complex load working condition set in the specific embodiment of the present application.

[0018] Figure 6 It is a temperature working condition set in the specific embodiment of the present application.

[0019] Figure 7 It is a performance comparison of the structures of the thrust vector control wing using the rib layout of the present application and the traditional orthogonal rib layout from the aspect of maximum displacement.

[0020] Figure 8 It is a performance comparison of the structures of the thrust vector control wing using the rib layout of the present application and the traditional orthogonal rib layout from the aspect of maximum stress.

[0021] Figure 9 It is a performance comparison of the structures of the thrust vector control wing using the rib layout of the present application and the traditional orthogonal rib layout from the aspect of first-order buckling.

[0022] Figure 10To compare the performance of thrust vector control wing structures using the stiffening layout of this invention with those using the conventional orthogonal stiffening layout from the perspective of second-order buckling.

[0023] In the diagram: 1 First rib; 2 Second rib; 3 Third rib; 4 Fourth rib; 5 Fifth rib; 6 Sixth rib; 7 Seventh rib; 8 Eighth rib; 9 Ninth rib; 10 Tenth rib; 11 Eleventh rib; 12 Twelfth rib; 13 Thirteenth rib; 14 Fourteenth rib; 15 Fifteenth rib; 16 Sixteenth rib; 17 Seventeenth rib; 18 Eighteenth rib; 19 Nineteenth rib; 20 Twentieth rib; 21 Twenty-first rib; 22 Twenty-second rib. Detailed Implementation

[0024] To provide a more detailed explanation of the technical problems solved by this invention, the technical solutions adopted, and the technical effects achieved, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the invention. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the relevant parts of the invention and not all of them.

[0025] Example 1:

[0026] like Figure 1 As shown, this is a stiffened layout structure applied to a thrust vector control wing according to the present invention. Figure 2 The image shows a typical thrust vector control wing structure without stiffener reinforcement. By... Figure 1 The coordinate origin of the stiffened layout is placed at the position of the actuator support or other types of actuation structures. By determining a suitable proportional control dimension L, the coordinates of all key nodes can be obtained. Then, based on these key nodes, the layout positions of all stiffeners can be determined, resulting in the stiffened layout. The dimensional parameters of the primary and secondary stiffeners can be determined using actual weight limits. In Example 1, L is 71.5 mm, and the material selected is titanium alloy TA15. The final thrust vector control wing design scheme is as follows: Figure 3 As shown.

[0027] A comparative example was created, using an orthogonal stiffening scheme to implement the stiffener layout for a typical thrust vector control wing structure, also using titanium alloy TA15, such as... Figure 4 As shown. To ensure the fairness of the control group, Figure 4 The total structural weight of the structure shown is Figure 3 The total weight of the structures shown remains approximately the same, specifically, Figure 3 The overall mass of the structure is 1.964 kg. Figure 4 The overall mass of the structure is 2.024 kg, which means that the orthogonal reinforcement scheme used a relatively large amount of material.

[0028] For Figure 3 and Figure 4 The same complex load case is applied to the two reinforcement schemes as shown in Figure 5 At this time, the influence of temperature on the performance of the structure is not involved, and static finite element analysis is performed on the two reinforcement schemes to obtain the maximum displacement, maximum stress and the first two order buckling load factors of the structure, and the comparison column chart is shown in Figure 7

[0029] For Figure 3 and Figure 4 The load case of Figure 5 and the temperature field case shown in Figure 6 are applied at the same time. Under the conditions closer to the actual working environment of the thrust vector control wing, thermal coupling finite element analysis is performed on the two reinforcement schemes, and the maximum displacement, maximum stress value and minimum critical buckling load factor of each structure are recorded respectively, and the comparison column chart is shown in Figure 7

[0030] The smaller the maximum displacement value, the better the stiffness performance of the structure; the smaller the maximum stress value, the better the strength performance of the structure; the smaller the critical buckling load factor, the better the buckling resistance performance of the structure. By observing the four groups of column charts in Figures 7-10 It can be found that the reinforcement layout scheme of the application not only has better stiffness, strength and buckling resistance in the static force condition than the normal orthogonal reinforcement scheme, but also can maintain the performance advantage in the thermal coupling condition, especially in the displacement level and stress level, the advantage of the reinforcement layout scheme of the application is particularly significant.

[0031] Example 2:

[0032] A reinforcement layout structure applied to a thrust vector control wing, comprising a main level reinforcement layout and a secondary level reinforcement layout. The main level reinforcement layout comprises a first reinforcement, a second reinforcement, a third reinforcement, a seventh reinforcement and a twelfth reinforcement, and a sixteenth reinforcement, a seventeenth reinforcement, an eighteenth reinforcement, a nineteenth reinforcement, a twentieth reinforcement, a twenty-first reinforcement, a twenty-second reinforcement, wherein the twentieth reinforcement is a central longitudinal reinforcement. The secondary level reinforcement layout comprises an eighth reinforcement, a ninth reinforcement, a tenth reinforcement, an eleventh reinforcement, a fourth reinforcement, a fifth reinforcement, a sixth reinforcement, a thirteenth reinforcement, a fourteenth reinforcement and a fifteenth reinforcement.

[0033] The overall reinforcement structure layout is in a symmetrical state, and the positions of the reinforcements are determined by the mutual connection relationship of the key nodes P1 to P9. The PO point shown in Figure 1 is taken as the coordinate origin.

[0034] ​​The coordinate origin PO is placed at the position where the actuator support or other type of actuating structure is connected to the control wing bottom plate; when the specific transmission connection position is not clear, the coordinate origin PO can be placed at the center of gravity of the control wing bottom plate. The distance between P0 and P1 is L.

[0035] The coordinates of the nodes P1 to P9 are as follows: P1=(0,-L), P2=(0,L),

[0036] In the main hierarchical rib, the first rib, the second rib and the third rib are curve ribs. The first rib passes through P3, P9 and the symmetric node of P9, fits the three points by a spline curve, and extends to the control wing shell to determine the position of the rib; the second rib passes through P0, P7, P8 and the symmetric nodes of P7 and P8, fits the five points by a spline curve, and extends to the control wing shell to determine the position of the rib; the third rib passes through P1, P4, P5, P8 and the corresponding symmetric nodes, fits the seven points by a spline curve to determine the position of the rib.

[0037] In the main hierarchical rib, P6, P8 and P9 are fitted by a spline curve, and the fitted line is extended to the control wing shell and intersects at points B1 and B2. B1 and P8 are connected to determine the position of the twelfth rib, which is in a symmetric relationship with the seventh rib; P8 and P9 are connected to determine the position of the eighteenth rib, which is in a symmetric relationship with the twenty-second rib; P9 and B2 are connected to determine the position of the nineteenth rib, which is in a symmetric relationship with the twenty-first rib; P8 and P2 are connected to determine the position of the sixteenth rib, which is in a symmetric relationship with the seventeenth rib; the twentieth rib passes through P1, P0, P2 and P3 and is located on the symmetric center line of the entire rib layout. Thus, the layout positions of all the main hierarchical ribs are determined.

[0038] In the secondary hierarchical rib, P7, P5 and P6 are fitted by a spline curve, and the fitted line is extended to the control wing shell and intersects at point B3. P7 and P5 are connected to determine the position of the fifteenth rib, which is in a symmetric relationship with the fourth rib; P5 and P6 are connected to determine the position of the fourteenth rib, which is in a symmetric relationship with the fifth rib; P6 and B3 are connected to determine the position of the thirteenth rib, which is in a symmetric relationship with the sixth rib; the positions of the eighth rib, the ninth rib, the tenth rib and the eleventh rib are determined in combination with the shape of the actual control wing shell. A perpendicular line is drawn from P4 to the control wing shell to determine the position of the tenth rib, which is in a symmetric relationship with the ninth rib; a perpendicular line is drawn from P5 to the control wing shell to determine the position of the eleventh rib, which is in a symmetric relationship with the eighth rib. Thus, the layout positions of all the secondary hierarchical ribs are determined.

Claims

1. A stiffened layout structure applied to a thrust vector control wing, characterized by, The main level rib layout includes the first rib (1), the second rib (2), the third rib (3), the seventh rib (7) and the twelfth rib (12), and the sixteenth rib (16), the seventeenth rib (17), the eighteenth rib (18), the nineteenth rib (19), the twentieth rib (20), the twenty-first rib (21) and the twenty-second rib (22), wherein the twentieth rib (20) is a central longitudinal rib; the secondary level rib layout includes the eighth rib (8), the ninth rib (9), the tenth rib (10), the eleventh rib (11), the fourth rib (4), the fifth rib (5), the sixth rib (6), the thirteenth rib (13), the fourteenth rib (14) and the fifteenth rib (15); The overall rib layout structure is left-right symmetrical about the central axis, and the positions of the ribs are determined by the mutual connection relationship of the key nodes P1 to P9; the PO point is the coordinate origin; the coordinate origin PO is placed at the connection position of the actuating structure and the control wing bottom plate; The distance between P0 and P1 is L, and the coordinates of the nodes P1 to P9 are as follows: P1 = (0, -L), P2 = (0, L), In the main level rib, the first rib (1), the second rib (2) and the third rib (3) are curve ribs; wherein the first rib (1) passes through P3, P9 and the symmetrical node of P9, fits the three points by a spline curve, and extends to the control wing shell, so as to determine the position of the rib; the second rib (2) passes through the origin P0, P7, P8 and the symmetrical nodes of P7 and P8, fits the five points by a spline curve, and extends to the control wing shell, so as to determine the position of the rib; the third rib (3) passes through P1, P4, P5, P8 and the corresponding symmetrical nodes, fits the seven points by a spline curve, so as to determine the position of the rib; In the main level rib, P6, P8 and P9 are fitted by a spline curve, and the fitted line is extended to the control wing shell and intersects at points B1 and B2; B1 and P8 are connected to determine the position of the twelfth rib (12), and the seventh rib (7) is in symmetrical relationship with the twelfth rib (12); P8 and P9 are connected to determine the position of the eighteenth rib (18), and the twenty-second rib (22) is in symmetrical relationship with the eighteenth rib (18); P9 and B2 are connected to determine the position of the nineteenth rib (19), and the twenty-first rib (21) is in symmetrical relationship with the nineteenth rib (19); P8 and P2 are connected to determine the position of the sixteenth rib (16), and the seventeenth rib (17) is in symmetrical relationship with the sixteenth rib (16); the twentieth rib (20) passes through P1, P0, P2 and P3 and is located on the symmetrical center line of the overall rib layout. In the sub-level rib, three points P7, P5 and P6 are fitted by a spline curve, and the fitting line is extended to the control wing shell and intersects at point B3; P7 and P5 are connected to determine the position of the fifteenth rib (15), which is in symmetrical relationship with the fourth rib (4); P5 and P6 are connected to determine the position of the fourteenth rib (14), which is in symmetrical relationship with the fifth rib (5); P6 and B3 are connected to determine the position of the thirteenth rib (13), which is in symmetrical relationship with the sixth rib (6); the eighth rib (8), the ninth rib (9), the tenth rib (10) and the eleventh rib (11) are connected with the control wing shell; a vertical line is drawn from point P4 to the control wing shell to determine the position of the tenth rib (10), which is in symmetrical relationship with the ninth rib (9); a vertical line is drawn from point P5 to the control wing shell to determine the position of the eleventh rib (11), which is in symmetrical relationship with the eighth rib (8).

2. A stiffened layout structure for a thrust vectoring control fin as claimed in claim 1, wherein, The coordinate origin PO is placed at the center of gravity of the control wing bottom plate.

3. A stiffened layout structure for a thrust vectoring control fin as claimed in claim 1, wherein, The eighth rib (8), the ninth rib (9), the tenth rib (10) and the eleventh rib (11) are parallel to each other.

4. A stiffened layout structure for a thrust vectoring control fin as claimed in claim 1, wherein, The height of the sub-level rib is selected in the range of one quarter to one third of the height of the main-level rib. The coordinate origin PO is placed at the center of gravity of the control wing bottom plate. The eighth rib (8), the ninth rib (9), the tenth rib (10) and the eleventh rib (11) are parallel to each other. The height of the sub-level rib is selected in the range of one quarter to one third of the height of the main-level rib.

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