A combined jet heading control rudder for aircraft

Abstract

The present invention provides a combined jet heading control surface for an aircraft, belonging to the field of active flow control technology. The control surface includes a jet actuator and a circulation actuator mounted on a wing. The jet actuator is located in the middle section of the upper surface of the wing and has a first jet outlet located on the upper surface. The angle between the outlet direction of the first jet outlet and the incoming flow direction corresponding to the wing is greater than 90 degrees. The circulation actuator is located in the trailing edge region of the upper surface of the wing and has a second jet outlet located on the upper surface. The angle between the outlet direction of the second jet outlet and the incoming flow direction corresponding to the wing is less than 90 degrees. The combination of the jet actuator and the circulation actuator achieves a control effect that stabilizes lift and increases drag, reduces longitudinal and lateral torque coupling, realizes a decoupled design for the control surface, forms a combined mechanical heading control surface, and improves control efficiency. It also reduces the coupling between torque control characteristics and angle of attack, thereby enhancing control characteristics.

Description

Technical Field

[0001] The present invention belongs to the technical field of active flow control, and in particular relates to an aircraft combined jet heading control rudder surface. Background Art

[0002] Flying-wing aircraft typically use drag-type control surfaces to achieve yaw control. This involves generating a yaw moment by exploiting the drag differential on either side of the aircraft. Commonly used control surfaces include differential inner and outer ailerons, split rudders, integrated spoilers, and fully movable wingtips.

[0003] Mechanical control surfaces all generate yaw torque through mechanical control surface deflection, which introduces a series of stealth, aerodynamic, control, and structural issues. Fluidic heading attitude control simplifies the aircraft structure and can address the issues associated with mechanical control surfaces. However, direct fluidic control suffers from low control efficiency and insufficient control capability. It also generates severe coupling of longitudinal and lateral torques, coupling control characteristics with angle of attack, and making the modeling and manipulation of heading control aerodynamic characteristics extremely complex.

[0004] Therefore, how to design heading control surfaces while taking into account the improvement of heading control efficiency, control capability, control characteristics, stealth, and aerodynamic comprehensive performance is a difficult problem faced by aircraft overall, aerodynamic, and control designers. Summary of the Invention

[0005] The purpose of this application is to provide an aircraft combined jet heading control surface to solve the above-mentioned technical problems existing in the prior art.

[0006] This application is implemented as follows:

[0007] The present application provides an aircraft combined jet heading control control surface, including a jet exciter and a circulation exciter installed on a wing; the jet exciter is located in the middle section of the upper surface of the wing, and the jet exciter has a first jet outlet located on the upper surface, and the angle between the outlet direction of the first jet outlet and the incoming flow direction corresponding to the wing is greater than 90 degrees; the circulation exciter is located in the trailing edge area of ​​the upper surface of the wing, and the circulation exciter has a second jet outlet located on the upper surface, and the second jet outlet faces the trailing edge of the wing, and the angle between the outlet direction of the second jet outlet and the incoming flow direction corresponding to the wing is less than 90 degrees.

[0008] The technical solution adopted by the present invention can achieve the following beneficial effects:

[0009] In this application, by setting the exit direction of the first jet outlet of the jet actuator at an angle greater than 90 degrees to the incoming flow direction, the jet actuator is used to force flow separation on the upper surface of the wing, achieving a control effect of destroying lift and increasing drag. Furthermore, by setting the exit direction of the second jet outlet of the circulation actuator at an angle less than 90 degrees to the incoming flow direction, the jet is deflected toward the lower surface of the wing, producing a control effect of increasing lift and increasing drag. The jet actuator and the circulation actuator cooperate to create a control effect of stabilizing lift and increasing drag, enabling a drag difference between the left and right wings to form a yaw control torque, improving control efficiency. Furthermore, the coupling of longitudinal and lateral torques is reduced, achieving a decoupled design of the control surfaces, and forming a heading control effect of a combined mechanical control surface, improving control capability. Furthermore, the coupling between torque control characteristics and angle of attack is reduced, improving control characteristics. Furthermore, by forming a heading control force through the combined jets, the present application eliminates traditional mechanical control surfaces, improving the overall stealth performance of the aircraft, reducing structural weight, and increasing space utilization. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments of the present invention or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0011] Figure 1 This is a schematic diagram of the overall structure of an aircraft corresponding to the control surfaces provided in some embodiments of the present application;

[0012] Figure 2 This is a cross-sectional view of the wing corresponding to the control surface provided in some embodiments of the present application Figure 1 ;

[0013] Figure 3 Some embodiments of this application provide Figure 2 Detail of point A;

[0014] Figure 4 Some embodiments of this application provide Figure 2 Detail of point B;

[0015] Figure 5 This is a cross-sectional view of the wing corresponding to the control surface provided in some embodiments of the present application Figure 2 ;

[0016] Figure 6 Some embodiments of this application provide Figure 5 Details of C Figure 1 ;

[0017] Figure 7Some embodiments of this application provide Figure 5 Details of C Figure 2 ;

[0018] Figure 8 Some embodiments of this application provide Figure 5 Details of D Figure 1 ;

[0019] Figure 9 Some embodiments of this application provide Figure 5 Details of D Figure 2 .

[0020] In the figure: 10-aircraft, 100-wing, 110-upper surface, 120-lower surface, 200-jet exciter, 210-first jet outlet, 220-jet excitation cavity, 300-circulation exciter, 310-second jet outlet, 320-circulation excitation cavity, 410-first Coanda surface, 420-second Coanda surface, 500-separation surface, 610-first step surface, 620-second step surface. DETAILED DESCRIPTION

[0021] To make the objectives, technical solutions, and advantages of the present invention more apparent, the technical solutions of the present invention will be described in detail below. Obviously, the embodiments described are only some of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other implementations obtained by those of ordinary skill in the art without inventive effort are within the scope of protection of the present invention.

[0022] The terms "first," "second," and the like in the specification and claims of this application are used to distinguish similar objects, and are not used to describe a particular order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of this application can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "first," "second," and the like generally distinguish objects of a class and do not limit the number of objects. For example, the first object may be one or more.

[0023] The embodiment of the present application provides an aircraft combined jet heading control rudder, referring to Figure 1 、 Figure 2 and Figure 5 As shown, the invention comprises a jet exciter 200 and a circulation exciter 300 mounted on the wing 100. The jet exciter 200 is located in the middle section of the upper surface 110 of the wing 100, and the circulation exciter 300 is located in the trailing edge of the upper surface 110 of the wing 100.

[0024] The ends of wing 100 are the leading edge and the trailing edge, respectively. When aircraft 10 is in flight, the leading edge is the first part of wing 100 to come into contact with airflow, and the trailing edge is the last part of wing 100 to come into contact with airflow. The midsection of wing 100 refers to the area around the midpoint of wing 100 along the incoming airflow direction, and is located between the leading edge and the trailing edge.

[0025] The jet actuator 200 has a first jet outlet 210, which is disposed on the upper surface 110. The jet is discharged from the jet actuator 200 through the first jet outlet 210 toward the outside of the upper surface 110. The angle between the outlet direction of the first jet outlet 210 and the incoming flow direction of the wing 100 is greater than 90 degrees.

[0026] refer to Figure 6 and Figure 8 As shown, the incoming flow direction corresponding to the wing 100 refers to the flow direction of the airflow on the surface of the wing 100 when the aircraft 10 is flying, and the incoming flow direction is represented by a dotted arrow.

[0027] The jet output from the first jet outlet 210 will be output outward along the outlet direction of the first jet outlet 210 in the absence of interference. At the same time, since the circumferential constraint disappears, the jet will spread in all directions.

[0028] The angle between the outlet direction of the first jet outlet 210 and the incoming flow direction is greater than 90 degrees, which means that the jet output from the first jet outlet 210 has a component in the opposite direction of the incoming flow. The jet and the incoming flow are in the opposite direction, which can force the upper surface 110 of the wing 100 to produce flow separation, thereby achieving the control effect of destroying lift and increasing drag. Figure 6 As shown, the outlet direction of the first jet outlet 210 is indicated by a solid arrow, and the incoming flow direction is indicated by a dashed arrow, with the angle between the two being greater than 90 degrees. The outlet direction of the first jet outlet 210 is along the axial direction of the first jet outlet 210 and toward the outside of the wing 100.

[0029] The circulation exciter 300 has a second jet outlet 310 disposed on the upper surface 110. The jet exits the circulation exciter 300 through the second jet outlet 310 and exits the upper surface 110. The second jet outlet 310 is oriented toward the trailing edge of the wing 100, and the angle between the outlet direction of the second jet outlet 310 and the incoming airflow direction of the wing 100 is less than 90 degrees.

[0030] The jet exiting the second jet outlet 310, if uninterrupted, will flow outward along the outlet direction of the second jet outlet 310. Simultaneously, due to the absence of circumferential constraints, the jet will diffuse in all directions. The angle between the circumference of the second jet outlet 310 and the incoming flow direction is less than 90 degrees, indicating that the jet exiting the second jet outlet 310 has the same component as the incoming flow direction. The jet and the incoming flow flow in the same direction and can flow along the upper surface 110 of the wing 100 together and be deflected toward the lower surface 120 of the wing 100, producing a control effect that increases lift and reduces drag. Figure 8 In the figure, the outlet direction of the second jet outlet 310 is represented by a solid arrow, and the incoming flow direction is represented by a dashed arrow, and the angle formed between the two is less than 90 degrees. The outlet direction of the second jet outlet 310 is the direction along the axial direction of the second jet outlet 310 and toward the outside of the wing 100.

[0031] The embodiment of the present application uses a jet exciter 200 and a circulation exciter 300 in combination, and by limiting the installation position and jet outlet direction of the two exciters, a control effect of stabilizing lift and increasing drag is formed, so that the left and right wings 100 produce a drag difference, forming a yaw control torque, improving control efficiency, and reducing the coupling of longitudinal and lateral torques, realizing the decoupling design of the control rudder, forming a heading control effect of the combined mechanical rudder, and at the same time reducing the coupling between the torque control characteristics and the angle of attack, thereby improving the control characteristics.

[0032] In addition, the jet of the jet exciter 200 and the jet of the circulation exciter 300 form a heading control capability, realizing heading attitude control without mechanical control surfaces, eliminating the traditional mechanical control control surfaces, eliminating the damage to the stealth characteristics of the entire aircraft caused by the deflection of traditional mechanical control surfaces, improving the omnidirectional stealth performance of the aircraft 10, reducing the structural weight, and improving space utilization.

[0033] The jet actuator 200 includes a jet actuator chamber 220, and the first jet outlet 210 is connected to the jet actuator chamber 220. The jet actuator 200 is connected to a gas pipeline, and the gas pipeline supplies gas to the jet actuator chamber 220. Figure 3 、 Figure 6 and Figure 7 As shown, the jet excitation cavity 220 is located inside the wing 100 , and one jet exciter 200 has only one jet excitation cavity 220 and one first jet outlet 210 .

[0034] In some preferred embodiments, reference Figure 3 、 Figure 6 and Figure 7As shown, the first jet outlet 210 is connected to a first Coanda profile 410. The first Coanda profile 410 is located on the side of the first jet outlet 210 away from the trailing edge of the wing 100. After the jet exits the first jet outlet 210, it can adhere to the first Coanda profile 410 and flow. Furthermore, one end of the first Coanda profile 410 is connected to the first jet outlet 210, while the end away from the first jet outlet 210 is connected to the upper surface 110. Furthermore, the first Coanda profile 410 and the upper surface 110 are tangent to each other at their junction, providing a smooth transition between the first Coanda profile 410 and the upper surface 110.

[0035] The Coanda surface is a convex surface with a continuously changing curvature. The jet output from the first jet outlet 210 adheres to the first Coanda surface 410 and flows, gradually flowing to the upper surface 110 connected to the first Coanda surface 410, in the opposite direction of the incoming flow on the upper surface 110. Utilizing the Coanda effect, the jet output from the first jet outlet 210 can adhere to the first Coanda surface 410 and flow to the upper surface 110 of the wing 100, thereby enhancing the flow separation effect produced by the jet output from the first jet outlet 210 on the upper surface 110 of the wing 100, and improving the control effect of destroying lift and increasing drag. In a preferred embodiment, the inner wall of the first jet outlet 210 and the first Coanda surface 410 are arranged tangentially, which further facilitates fluid flow.

[0036] In some preferred embodiments of the present application, the first jet outlet 210 is further connected to a separation surface 500, which is located on the side of the first jet outlet 210 close to the trailing edge of the wing 100. The first Coanda profile 410 and the separation surface 500 are located on both sides of the first jet outlet 210. In addition, along the jet output direction of the jet actuator 200, the distance between the separation surface 500 and the axis of the first jet outlet 210 increases, which can be referred to as Figure 7 As shown, the farther the distance from the first jet outlet 210 is, the farther the distance between the separation surface 500 and the axis of the first jet outlet 210 is, and the less likely the jet output from the first jet outlet 210 is to adhere to the separation surface 500 .

[0037] The first jet outlet 210 is flanked by a first Coanda surface 410 and a separation surface 500. The jet flows toward the first Coanda surface 410. The structure of the first Coanda surface 410 enhances the jet's adhesion. After the jet exits the first jet outlet 210, the distance between the separation surface 500 and the jet gradually increases, reducing the likelihood of the jet adhering to the separation surface 500. This, in turn, enhances the jet's adhesion to the first Coanda surface 410, improving the flow separation effect of the jet exiting the first jet outlet 210 on the upper surface 110 of the wing 100, and improving the control effectiveness and efficiency of the jet actuator 200.

[0038] The distance between the separation surface 500 and the axis of the first jet outlet 210 can be such that the shortest distance between the separation surface 500 and the axis gradually increases along the jet output direction. The distance between the separation surface 500 and the axis of the first jet outlet 210 can also be such that the distance between the separation surface 500 and the axis gradually increases along the jet output direction in any direction.

[0039] In some preferred embodiments, reference Figure 7 As shown, a first step surface 610 is further connected between the first jet outlet 210 and the first Coanda surface 410 , and the first step surface 610 is arranged perpendicular to the first Coanda surface 410 .

[0040] The first stepped surface 610 can change the flow direction and velocity distribution of the jet output from the first jet outlet 210, making it easier for the jet to adhere to the first Coanda surface 410, thereby enhancing the Coanda effect. Furthermore, the first stepped surface 610 can provide a localized flow barrier, making the flow of the jet on the first Coanda surface 410 more stable and reducing flow separation caused by velocity changes or excessive pressure gradients. The first stepped surface 610 can also change the pressure distribution of the jet on the first Coanda surface 410, making it more uniform. Furthermore, the first stepped surface 610 can change the boundary layer characteristics of the fluid, reducing the occurrence of turbulence, thereby improving flow stability.

[0041] When the height of the first step surface 610 is zero, that is, the first jet outlet 210 is directly connected to the first Coanda profile surface 410, refer to Figure 3 and Figure 6 As shown, the edge of the first jet outlet 210 is smoothly connected to the first Coanda profile surface 410, so as to avoid the uneven connection between the two affecting the flow of the jet.

[0042] The angle corresponding to the first Coanda profile 410 is , ,refer to Figure 7 As shown, along the output direction of the jet, the angle formed by the line connecting the two ends of the first Coanda profile 410 and the center of the circle corresponding to the first Coanda profile 410 is The first Coanda profile 410 is a convex surface with a continuously changing curvature. The size of the Coanda profile determines the length and extension direction of the profile, limiting The angle is between 0 degrees and 90 degrees to ensure that the first Coanda profile 410 can smoothly cooperate with the jet and adjust the output direction of the jet.

[0043] The further the separation surface 500 deviates from the axis of the first jet outlet 210, the weaker the effect of the separation surface 500 on the jet. In some embodiments of the present application, the angle between the separation surface 500 and the axis of the first jet outlet 210 is defined as , , Specific location reference Figure 7 shown. The larger the value is, the further the separation surface 500 deviates from the first jet outlet 210. In order to avoid affecting the normal flow of the incoming flow, The maximum value is equal to .

[0044] refer to Figure 4 、 Figure 8 and Figure 9 As shown, the circulation exciter 300 includes a circulation excitation chamber 320, which is located in the wing 100 and communicates with the second jet outlet 310. The circulation excitation chamber 320 is connected to a gas pipeline for supplying gas to the circulation excitation chamber 320.

[0045] refer to Figure 4 、 Figure 8 and Figure 9 As shown, the second jet outlet 310 is connected to a second Coanda profile 420 , and the end of the second Coanda profile 420 away from the second jet outlet 310 is connected to the lower surface 120 of the wing 100 , and the second Coanda profile 420 and the lower surface 120 are tangent to each other at the connection point.

[0046] The second Coanda surface 420 is located on the side of the second jet outlet 310 near the trailing edge of the wing 100 and is in contact with the lower surface 120 of the wing 100. The jet output from the second jet outlet 310 flows along the second Coanda surface 420 and is deflected downward by the Coanda effect, producing a control effect that increases lift and reduces drag. In a preferred embodiment, the inner wall of the second jet outlet 310 and the second Coanda surface 420 are arranged tangentially to facilitate fluid flow.

[0047] The circulation exciter 300 is only provided on the upper surface 110 of the wing 100. After the jet is output from the second jet outlet 310, it flows along the second Coanda profile 420 to the lower surface 120 of the wing 100, thereby generating a control effect of increasing lift and increasing drag. The second Coanda profile 420 is relatively flexible and can be set within a wide range. In some embodiments of the present application, the angle corresponding to the second Coanda profile 420 is defined as , , Specific location reference Figure 9 shown. The angle needs to be greater than 90 degrees to ensure that the jet attached to the second Coanda profile 420 can be deflected to the lower surface 120. Along the output direction of the jet, the angle formed by the line connecting the two ends of the second Coanda profile 420 and the center of the circle corresponding to the second Coanda profile 420 is .

[0048] In some embodiments of the present application, a second step surface 620 is further connected between the second jet outlet 310 and the second Coanda profile surface 420. Figure 9 As shown, the second step surface 620 is perpendicular to the second Coanda profile surface 420. The effect of the second step surface 620 is similar to that of the first step surface 610, and generally enhances the Coanda effect, thereby improving the control effect and efficiency of the circulation exciter 300.

[0049] When the height of the second step surface 620 is zero, the second Coanda surface 420 directly connects with the edge of the second jet outlet 310 , and the connection between the two is a smooth transition, avoiding affecting the flow of the jet and thus affecting the control effect of the circulation exciter 300 .

[0050] refer to Figure 1 As shown, in some embodiments of the present application, the length of the fluidic actuator 200 is the same as the length of the circulation actuator 300 along the length direction of the wing 100. The length direction of the wing 100 refers to the direction from the fuselage of the aircraft 10 to the tip of the wing 100. The same length of the fluidic actuator 200 and the circulation actuator 300 facilitates their mutual coordination, thereby improving the heading control efficiency and control capability of the aircraft 10. Preferably, the first jet outlet 210 and the second jet outlet 310 are arranged in parallel.

[0051] In some embodiments, temperature sensors and pressure sensors are disposed inside the jet actuator 200 and the circulation actuator 300 to measure the temperature and total pressure of the jet, respectively, to facilitate control of the aircraft 10.

[0052] In actual implementation, the longitudinal and lateral control torques generated by the combined control surface can be regulated by adjusting the chordwise position of the first jet outlet 210 of the fluidic actuator 200 on the upper surface 110 of the wing 100, minimizing the longitudinal and lateral coupled torques. Furthermore, the aerodynamic gain of the combined control between the pressure ratio of the fluidic actuator 200 and the pressure ratio of the circulation actuator 300 can be established through calculation or experimentation to further improve the heading control efficiency of the aircraft 10. The pressure ratio refers to the ratio between the internal pressure of the actuator and atmospheric pressure.

[0053] By establishing the optimal combined control parameters of the pressure ratio of the jet exciter 200 and the circulation exciter 300, and obtaining the heading control rudder effect, coupled longitudinal and lateral control torque and their variation with the angle of attack under the combined control parameters, an aerodynamic database is established, and a combined jet heading control rudder effect scheme is formed to fully improve the heading control efficiency.

[0054] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0055] The above description is only a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any technician familiar with this technical field can easily think of changes or replacements within the technical scope disclosed by the present invention, which should be covered by the scope of protection of the present invention.

Claims

1. An aircraft combined jet heading control rudder, characterized in that: It includes a jet exciter (200) and a circulation exciter (300) installed on a wing (100); The jet actuator (200) is located in a middle section of the upper surface (110) of the wing (100), and the jet actuator (200) has a first jet outlet (210) located on the upper surface (110), and the angle between the outlet direction of the first jet outlet (210) and the incoming flow direction corresponding to the wing (100) is greater than 90 degrees; The circulation exciter (300) is located in a trailing edge region of an upper surface (110) of the wing (100), the circulation exciter (300) has a second jet outlet (310) located on the upper surface (110), and the second jet outlet (310) faces the trailing edge of the wing (100), and an angle between an outlet direction of the second jet outlet (310) and an incoming flow direction corresponding to the wing (100) is less than 90 degrees; The first jet outlet (210) is connected to a first Coanda profile (410), the first Coanda profile (410) being located on a side of the first jet outlet (210) away from the trailing edge of the wing (100), the end of the first Coanda profile (410) away from the first jet outlet (210) being connected to the upper surface (110), and the first Coanda profile (410) and the upper surface (110) being tangent to each other at a junction thereof. The first jet outlet (210) is further connected to a separation surface (500), the separation surface (500) being located on a side of the first jet outlet (210) close to the trailing edge of the wing (100), and the distance between the separation surface (500) and the axis of the first jet outlet (210) gradually increasing along the jet output direction of the jet exciter (200).

2. The aircraft combined jet heading control surface according to claim 1, characterized in that: A first step surface (610) is further connected between the first jet outlet (210) and the first Coanda profile surface (410), and the first step surface (610) is perpendicular to the first Coanda profile surface (410).

3. The aircraft combined jet heading control surface according to claim 1, characterized in that: The angle corresponding to the first Coanda profile (410) is , .

4. The aircraft combined jet heading control surface according to claim 3, characterized in that: The angle between the separation surface (500) and the axis of the first jet outlet (210) is , .

5. The aircraft combined jet heading control surface according to claim 1, characterized in that: The circulation exciter (300) includes a circulation excitation cavity (320), the circulation excitation cavity (320) is located in the wing (100) and is connected to the second jet outlet (310), the second jet outlet (310) is connected to a second Coanda profile (420), the end of the second Coanda profile (420) away from the second jet outlet (310) is connected to the lower surface (120) of the wing (100), and the second Coanda profile (420) and the lower surface (120) are tangent to each other at the junction of the two.

6. The aircraft combined jet heading control surface according to claim 5, characterized in that: The angle corresponding to the second Coanda profile (420) is , .

7. The aircraft combined jet heading control surface according to claim 5, characterized in that: A second step surface (620) is further connected between the second jet outlet (310) and the second Coanda profile surface (420), and the second step surface (620) is arranged perpendicular to the second Coanda profile surface (420).

8. The aircraft combined jet heading control surface according to claim 1, characterized in that: Along the length direction of the wing (100), the length of the jet exciter (200) is the same as the length of the circulation exciter (300).

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