Flying wing layout yaw control method based on distributed passive fluid thrust vector
By setting up a distributed passive fluid thrust vector jet yaw control system on the flying wing layout, and utilizing passive secondary flow energy and Coanda wall jet deflection to form a virtual bulge structure, the problems of low-speed rudder efficiency and torque coupling in the heading control of the flying wing layout are solved, and efficient and fast heading control effect is achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-22
- Publication Date
- 2026-03-27
AI Technical Summary
Existing heading control methods for flying wing configurations have shortcomings such as low rudder efficiency at low speeds, slow deflection response, severe three-axis torque coupling, complex structure, and loss of stealth during operation. Traditional methods such as split drag rudders, embedded drag rudders, combined control surfaces, and all-moving wingtips are inefficient or easily coupled with lateral control torques under high-speed and low jet energy conditions.
By employing distributed passive fluid thrust vectoring technology and setting up a distributed jet yaw control system on the wing, a virtual bulge structure is formed using passive secondary flow energy injection and Coanda wall jet deflection, generating a blocking effect to achieve heading control.
It achieves rapid heading control without mechanical control surfaces and additional air sources, and has the advantages of high efficiency, fast response and low torque cross-axis coupling. It can assist or replace traditional heading control devices.
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Figure CN121734656A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application belongs to the technical field of aircraft attitude control, in particular to a new type of control applied to flying wing layout heading control system, and specifically relates to a flying wing layout yaw control method based on distributed passive fluid thrust vector. BACKGROUND
[0002] The flying wing layout has obvious advantages in aerodynamic efficiency, stealth and structural utilization rate, and is widely used in long-range bomber, stealth unmanned aerial vehicle and other platforms. The flying wing layout usually uses split drag rudders for heading control, but the split drag rudder has problems such as degraded stealth performance, low rudder efficiency at low speed, serious torque cross-axis coupling, etc. Therefore, it is urgent to develop an efficient and reliable heading control method and device.
[0003] The existing heading control methods and devices for flying wing layout mainly include split drag rudders, embedded drag rudders, combined rudder control, all-moving wing tips, differential thrust, etc. The above heading control methods can provide the required yaw control force and torque for the flying wing layout to some extent, but they generally have low rudder efficiency at low speed, slow deflection response, serious three-axis torque coupling, complex structure and degraded stealth performance when actuated. In recent years, domestic and foreign researchers and institutions have gradually turned their attention to virtual rudder surface technology based on active flow control. This technology can change the global flow field characteristics by injecting momentum into the local flow field without changing the aircraft shape, thereby reconstructing the aircraft surface pressure distribution and generating the required yaw torque. This has made it an important direction for the next generation of aircraft heading control. The virtual rudder surface technology that can achieve yaw control includes circulation control, double / synthetic jet, counter jet, fluid thrust vector, etc. Among them, the circulation control has low efficiency for heading control at high speed and small jet energy; the synthetic double jet improves energy utilization efficiency, but still faces challenges at high speed; the counter jet can generate strong yaw torque, but it is easy to couple with the lateral control torque; and the fluid thrust vector technology can provide stable yaw torque in the full angle of attack range by inducing the main flow deflection through secondary jet. Passive fluid thrust vector technology in fluid thrust vector technology has attracted much attention. This method has high vector efficiency and fast deflection response, and does not rely on engine bleed air or external air source. It only uses the automatic suction of the main flow to control the separation and reattachment between the main flow and the Coanda wall, realizes continuous deflection control of the jet, and does not need a secondary flow active air source, which provides a new idea for the design of a new type of heading control system. SUMMARY
[0004] To solve the above problems, the present application provides a flying wing layout yaw control method based on distributed passive fluid thrust vector, which provides a new method for flying wing layout heading control.
[0005] To achieve the above-mentioned purposes, the application adopts the following technical solutions: a flying wing layout yaw control method based on a distributed passive fluid thrust vector, comprising:
[0006] According to the layout form of the flying wing aircraft and the yaw control requirements, the distributed jet yaw control system is arranged along the span direction of the wing; the flying wing aircraft comprises a central body, a group of wings is arranged on each side of the central body, the wings comprise a wing segment and a wing tip segment; an upper surface jet channel is arranged on the upper surface of the wing, a lower surface jet channel is arranged on the lower surface of the wing, and a trailing edge jet flow channel is arranged on the trailing edge of the wing; the main flow channel is in communication with the trailing edge jet flow channel, the upper surface jet channel and the lower surface jet channel are arranged between the main flow channel and the trailing edge jet flow channel, and upper / lower side secondary flow channels are correspondingly arranged between the main flow channel and the upper / lower surface jet channels; an expansion flow channel is further arranged between the upper / lower side secondary flow channels and the upper / lower surface jet channels, and the expansion channel is a Coanda wall surface;
[0007] The injection and cut-off of passive secondary flow energy in the secondary flow channel and the deflection of the jet flow to the upper / lower surface jet flow channel by the double-sided Coanda wall surface in the expansion flow channel are controlled by the distributed jet yaw control system, left and right staggered jets are formed in the span direction, the left and right staggered jets generate a pseudo-bulge structure protrusion, the protrusion blocks the incoming flow, and drag and yaw moments are generated;
[0008] By setting different yaw control schemes, different virtual bulge structures are formed on the wings, different blocking effects are formed, and different heading control effects are achieved.
[0009] Optionally, the distributed jet yaw control system controls the closing and opening of the upper / lower side secondary flow channels by an electromagnetic valve to realize the injection and cut-off of passive secondary flow energy in the secondary flow channel.
[0010] Optionally, the distributed jet yaw control system is arranged at any position along the chord direction of the wing segment of the flying wing layout, the number, chord position, jet outlet angle and span distance of the distributed jet yaw control system can be adjusted autonomously according to the specific layout form and heading control requirements of the flying wing aircraft.
[0011] Optionally, the jet flow is injected from the main flow channel, the injection sources include one or more of an electric ducted fan, a high-pressure gas source, a turbojet engine, a turbofan engine and other aeroengines, and a rocket engine, and the jet flow speed can be adjusted autonomously according to the flying task of the flying wing layout.
[0012] Optionally, the outlet shape of the upper / lower surface jet flow channel includes a rectangle, a trapezoid, a circle or a polygon.
[0013] Optionally, the distributed jet yaw control system forms a convex of the virtual bulge structure and blocks the incoming flow, resulting in severe flow separation near the upper and lower wings and the trailing edge of the wing, forming a separation zone, increasing the pressure difference resistance in front and back of the wing, thereby forming a yawing moment, ultimately producing the heading attitude control effect.
[0014] Optionally, the yaw control scheme sprays the jet in different left and right staggered deflection forms through the distributed jet yaw control system on the wing section, thereby forming different combinations and ultimately achieving different heading control effects.
[0015] Optionally, the jet deflection combination mode or the yaw control scheme is autonomously adjusted according to the specific layout form of the flying wing aircraft and the heading control demand.
[0016] The beneficial gains of the present application are:
[0017] The above-mentioned flying wing layout yaw control method based on distributed passive fluid thrust vectoring can arrange the distributed jet yaw control system along the span of the wing according to the yaw control demand of the flying wing aircraft, deflect the jet to the upper and lower wing jet flow channels through the passive secondary flow energy injection and cutting in the secondary flow channel and the double-sided Coanda wall in the expansion flow channel, form left and right staggered jets in the span, generate a convex of the virtual bulge structure, block the incoming flow, and further generate resistance and yawing moment. By setting different yaw control schemes, different virtual bulge structures are formed on the wing, different blocking effects are formed, and different heading control effects are achieved. This method does not require any mechanical rudder surface and any additional secondary flow active gas source, has the advantages of fast control response and small torque cross-axis coupling, can assist or replace the traditional split resistance rudder, and provides a new control method for flying wing layout heading control. BRIEF DESCRIPTION OF DRAWINGS
[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings needed by the embodiments. Obviously, the embodiments described in the following description are only some of the embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor based on these drawings.
[0019] Figure 1 is a flying wing layout application platform schematic diagram provided by an embodiment of the present application in the flying wing layout yaw control method based on distributed passive fluid thrust vectoring;
[0020] Figure 2 is a flying wing layout wing cross-sectional view provided by an embodiment of the present application in the flying wing layout yaw control method based on distributed passive fluid thrust vectoring;
[0021] Figure 3 is a flowchart of a distributed passive fluid thrust vector-based flying wing layout yaw control method provided by an embodiment of the present application;
[0022] Figure 4 is a yaw control scheme diagram of a distributed jet yaw control system provided by an embodiment of the present application;
[0023] Figure 5 is a smoke flow display diagram of a verification platform of the distributed passive fluid thrust vector-based flying wing layout yaw control method provided by an embodiment of the present application under scheme six;
[0024] Figures 6-8 is a resistance coefficient characteristic curve of a wing segment based on the device under different yaw control schemes provided by an embodiment of the present application;
[0025] wherein, 1 is a central body; 2 is a right wing segment of a flying wing layout; 3 is a left wing segment of a flying wing layout; 4 is a right wing tip segment of a lower flying wing layout; 5 is a left wing tip segment of a flying wing layout; 6 is a distributed jet yaw control system; 8 is a main flow channel; 10 is an upper wing surface jet flow channel; 12 is a lower wing surface jet flow channel; 13 is a trailing edge jet flow channel; 15 is an upper side secondary flow channel; 16 is a lower side secondary flow channel; 18 is a lower side expansion flow channel; and 19 is an upper side expansion flow channel. DETAILED DESCRIPTION
[0026] To make those skilled in the art better understand the technical solutions of the present application, the present application will be further described in detail below with reference to specific embodiments.
[0027] As shown in Figure 1 , the present embodiment provides a distributed passive fluid thrust vector-based flying wing layout application platform. The flying wing layout application platform is composed of a central body 1, a left wing segment 3, a left wing tip segment 5, a right wing segment 2, a right wing tip segment 4, and two groups of distributed jet yaw control systems 6 integrated with the left wing segment 3 or the right wing segment 2. An upper wing surface jet channel 10 is arranged on the upper wing surface of the wing, a lower wing surface jet channel 12 is arranged on the lower wing surface of the wing, and a trailing edge jet flow channel 13 is arranged on the trailing edge of the wing. The outlet shape, outlet area, chord-wise position, span-wise position, and span-wise spacing of the jet channels on the upper and lower wing surfaces can be designed according to task requirements, and the outlet shape includes a rectangle, a trapezoid, a circle, or a polygon. The trailing edge jet flow channel can be designed for wing shape retention according to stealth requirements, such as retaining the wing tip trailing edge, adding an infrared stealth coating, and setting a serrated mixing device, etc.
[0028] As shown in Figure 2As shown, the present embodiment provides a wing profile view of a flying wing layout based on distributed passive fluid thrust vectoring. The flying wing layout wing profile view is the middle section of the distributed jet yaw control system 6, which is composed of the main flow channel 8, the upper secondary flow channel 15, the lower secondary flow channel 16, the upper expansion flow channel 19, the lower expansion flow channel 18, the upper surface jet flow channel 10, the lower surface jet flow channel 12, and the trailing edge jet flow channel 13. Multiple groups of the distributed jet yaw control system are arranged along the wing span, and in the present embodiment, there are two groups, each containing two jet yaw control devices, thereby forming a distributed jet yaw control system on the entire wing section.
[0029] As shown, the present embodiment provides a wing profile view of a flying wing layout based on distributed passive fluid thrust vectoring. The flying wing layout wing profile view is the middle section of the distributed jet yaw control system 6, which is composed of the main flow channel 8, the upper secondary flow channel 15, the lower secondary flow channel 16, the upper expansion flow channel 19, the lower expansion flow channel 18, the upper surface jet flow channel 10, the lower surface jet flow channel 12, and the trailing edge jet flow channel 13. Multiple groups of the distributed jet yaw control system are arranged along the wing span, and in the present embodiment, there are two groups, each containing two jet yaw control devices, thereby forming a distributed jet yaw control system on the entire wing section. Figure 3 As shown, the present embodiment provides a wing profile view of a flying wing layout based on distributed passive fluid thrust vectoring. The flying wing layout wing profile view is the middle section of the distributed jet yaw control system 6, which is composed of the main flow channel 8, the upper secondary flow channel 15, the lower secondary flow channel 16, the upper expansion flow channel 19, the lower expansion flow channel 18, the upper surface jet flow channel 10, the lower surface jet flow channel 12, and the trailing edge jet flow channel 13. Multiple groups of the distributed jet yaw control system are arranged along the wing span, and in the present embodiment, there are two groups, each containing two jet yaw control devices, thereby forming a distributed jet yaw control system on the entire wing section.
[0030] Step S10: According to the flying wing aircraft layout form and yaw control requirements, the distributed jet yaw control system is arranged along the wing span.
[0031] It should be noted that the distributed jet yaw control system has a simple structure, no mechanical moving parts, and can be integrated with the wing along the span. According to the specific layout form and yaw control requirements of the flying wing aircraft, it can be arranged at any chordwise position on the upper and lower surfaces of the wing.
[0032] In addition, the jet injection source of the distributed jet yaw control system is flexible, such as one or more of electric ducted fans, high-pressure air sources, turbojet engines, turbofan engines, and rocket engines.
[0033] Step S20: The passive secondary flow energy injection and shutoff in the distributed jet yaw control system and the deflection of the jet flow to the upper / lower surface jet flow channel by the double-sided Coanda wall in the expansion flow channel form left and right staggered jets in the span direction. The left and right staggered jets produce a pseudo-bulge structure, which blocks the incoming flow and generates drag and yawing moment.
[0034] It should be understood that the passive secondary flow of the distributed jet yaw control system only needs to entrain free flow from the environment, without relying on engine bleed air or additional secondary flow active air source. The entrainment effect is used to control the separation and reattachment between the main flow and the Coanda wall, and the deflection control of the jet flow can be realized.
[0035] It should be noted that the deflection angle, outlet shape, outlet area, and outlet position of the upper / lower wing jet channels of the distributed jet yaw control system can be flexibly arranged according to specific heading control requirements, and can be further controlled in two stages to achieve the expected deflection angle.
[0036] It should be understood that the virtual bulge structure generated by the distributed jet yaw control system essentially modifies the surface shape of the wing, causing flow separation at the wing's trailing edge. The greater the degree of separation, the stronger the blocking effect, the more drag and yaw moment are generated, and the better the control effect.
[0037] Step S30: By setting different yaw control schemes, different virtual bulge structures are formed on the wing, resulting in different blocking effects, thereby achieving different heading control effects.
[0038] The different yaw control schemes are achieved by using a distributed jet yaw control system on the wing section to eject jets in different left-right staggered deflection patterns, thereby forming different combinations and ultimately achieving different heading control effects.
[0039] In this embodiment, as Figure 4 As shown, a yaw control scheme for a distributed jet yaw control system is provided.
[0040] The yaw control scheme is as follows Figure 1 Using the flying wing layout application platform as a carrier, the single wing has two sets of four jet yaw control devices from the wingtip to the wing root, numbered ①, ②, ③, and ④, which together form a distributed jet yaw control system. A total of six control schemes are designed.
[0041] The control logic of the distributed jet yaw control system in Scheme 1 is as follows: Jet yaw control device ① closes the upper secondary flow channel 15 and opens the lower secondary flow channel 16, so that the jet is ejected from the upper wing surface jet channel 10; Jet yaw control device ② opens the upper secondary flow channel 15 and closes the lower secondary flow channel 16, so that the jet is ejected from the lower wing surface jet channel 12; Jet yaw control device ③ closes; Jet yaw control device ④ closes.
[0042] The control logic of the distributed jet yaw control system in Scheme 2 is as follows: Jet yaw control device ① opens the upper secondary flow channel 15 and closes the lower secondary flow channel 16, so that the jet is ejected from the lower wing surface jet channel 12; Jet yaw control device ② closes the upper secondary flow channel 15 and opens the lower secondary flow channel 16, so that the jet is ejected from the upper wing surface jet channel 10; Jet yaw control device ③ closes; Jet yaw control device ④ closes.
[0043] The control logic of the distributed jet yaw control system of scheme three is as follows: the jet yaw control device ① closes the upper secondary flow channel 15 and opens the lower secondary flow channel 16, so that the jet is sprayed from the upper wing surface jet channel 10; the jet yaw control device ② opens the upper secondary flow channel 15 and closes the lower secondary flow channel 16, so that the jet is sprayed from the lower wing surface jet channel 12; the jet yaw control device ③ closes the upper secondary flow channel 15 and opens the lower secondary flow channel 16, so that the jet is sprayed from the upper wing surface jet channel 10; and the jet yaw control device ④ opens the upper secondary flow channel 15 and closes the lower secondary flow channel 16, so that the jet is sprayed from the lower wing surface jet channel 12.
[0044] The control logic of the distributed jet yaw control system of scheme four is as follows: the jet yaw control device ① closes the upper secondary flow channel 15 and opens the lower secondary flow channel 16, so that the jet is sprayed from the upper wing surface jet channel 10; the jet yaw control device ② opens the upper secondary flow channel 15 and closes the lower secondary flow channel 16, so that the jet is sprayed from the lower wing surface jet channel 12; the jet yaw control device ③ opens the upper secondary flow channel 15 and closes the lower secondary flow channel 16, so that the jet is sprayed from the lower wing surface jet channel 12; and the jet yaw control device ④ closes the upper secondary flow channel 15 and opens the lower secondary flow channel 16, so that the jet is sprayed from the upper wing surface jet channel 10.
[0045] The control logic of the distributed jet yaw control system of scheme five is as follows: the jet yaw control device ① opens the upper secondary flow channel 15 and closes the lower secondary flow channel 16, so that the jet is sprayed from the lower wing surface jet channel 12; the jet yaw control device ② closes the upper secondary flow channel 15 and opens the lower secondary flow channel 16, so that the jet is sprayed from the upper wing surface jet channel 10; the jet yaw control device ③ opens the upper secondary flow channel 15 and closes the lower secondary flow channel 16, so that the jet is sprayed from the lower wing surface jet channel 12; and the jet yaw control device ④ closes the upper secondary flow channel 15 and opens the lower secondary flow channel 16, so that the jet is sprayed from the upper wing surface jet channel 10.
[0046] The control logic of the distributed jet yaw control system of scheme six is as follows: the jet yaw control device ① opens the upper secondary flow channel 15 and closes the lower secondary flow channel 16, so that the jet is sprayed from the lower wing surface jet channel 12; the jet yaw control device ② closes the upper secondary flow channel 15 and opens the lower secondary flow channel 16, so that the jet is sprayed from the upper wing surface jet channel 10; the jet yaw control device ③ closes the upper secondary flow channel 15 and opens the lower secondary flow channel 16, so that the jet is sprayed from the upper wing surface jet channel 10; and the jet yaw control device ④ opens the upper secondary flow channel 15 and closes the lower secondary flow channel 16, so that the jet is sprayed from the lower wing surface jet channel 12.
[0047] In the present embodiment, asFigure 5 As shown, the smoke flow display results of the verification platform for the yaw control method and device based on distributed passive fluid thrust vector in flying wing configuration are provided under Scheme 6.
[0048] The control logic of the distributed jet yaw control system in Scheme 6 is as follows: Jet yaw control device ① opens the upper secondary flow channel 15 and closes the lower secondary flow channel 16, so that the jet is ejected from the lower wing surface jet channel 12; Jet yaw control device ② closes the upper secondary flow channel 15 and opens the lower secondary flow channel 16, so that the jet is ejected from the upper wing surface jet channel 10; Jet yaw control device ③ closes the upper secondary flow channel 15 and opens the lower secondary flow channel 16, so that the jet is ejected from the upper wing surface jet channel 10; Jet yaw control device ④ opens the upper secondary flow channel 15 and closes the lower secondary flow channel 16, so that the jet is ejected from the lower wing surface jet channel 12.
[0049] Under the experimental conditions described above, when the distributed jet yaw control system 6 is activated, it forms staggered jets in the spanwise direction, creating a bulge similar to a virtual bulge structure, which obstructs the incoming flow and thus generates drag and yaw torque.
[0050] In this embodiment, as Figure 6 As shown, the drag coefficient characteristic curves of the wing section based on this device under different yaw control schemes are provided.
[0051] The six control schemes within the drag coefficient characteristic curve results are shown below. Figure 4 No control means shutting down the distributed jet yaw control system 6. Compared to no control, the average drag coefficient increase is 32.59% for Scheme 1, 25.87% for Scheme 2, 59.56% for Scheme 3, 58.36% for Scheme 4, 58.54% for Scheme 5, and 63.18% for Scheme 6.
[0052] In this embodiment, as Figure 7 As shown, the yaw moment coefficient characteristic curves of the wing section based on this device under different yaw control schemes are provided.
[0053] The six control schemes within the yaw moment coefficient characteristic curve results are shown below. Figure 4No control represents closing the distributed jet yaw control system 6. Compared with no control, the average yaw moment coefficient increment of scheme one is 52.12%, the average yaw moment coefficient increment of scheme two is 50.61%, the average yaw moment coefficient increment of scheme three is 77.97%, the average yaw moment coefficient increment of scheme four is 76.74%, the average yaw moment coefficient increment of scheme five is 75.91%, and the average yaw moment coefficient increment of scheme six is 79.08%.
[0054] In the embodiment, as shown in Figure 8 , the roll moment coefficient characteristic curve results of the wing segment of the device under different yaw control schemes are provided.
[0055] The control scheme six in the roll moment coefficient characteristic curve results is shown in Figure 4 No control represents closing the distributed jet yaw control system 6. Compared with no control, the average roll moment coefficient increment of scheme six is 4.38%, and the cross-axis coupling amount is small.
[0056] The method can arrange the distributed jet yaw control system along the wing span according to the flying wing aircraft layout form and the yaw control requirement, inject and cut off the passive secondary flow energy in the secondary flow channel, and deflect the jet flow to the upper / lower wing surface jet flow channel through the double-sided Coanda wall in the expansion flow channel, form left and right staggered jet flows in the span, generate a convex structure similar to a virtual bulge structure, form a blocking effect on the flow, and then generate resistance and yaw moment. By setting different yaw control schemes, different virtual bulge structures are formed on the wing, different blocking effects are formed, and different heading control effects are realized.
[0057] The technical features of the above embodiments can be combined in any manner. To make the description concise, all possible combinations of the technical features in the above embodiments are not described, but as long as the combinations of the technical features do not exist contradictory, they should be considered as the scope disclosed in the specification.
[0058] The above is only a specific implementation measure of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of changes or replacements or isomers within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.
Claims
1. A yaw control method for a flying wing configuration based on distributed passive fluid thrust vectoring, characterized in that, include: Based on the layout of the flying wing aircraft and its yaw control requirements, a distributed jet yaw control system is arranged along the wingspan. The flying wing aircraft includes a central body, with a set of wings on each side of the central body. Each wing includes a wing section and a wingtip section. An upper wing surface jet channel is provided on the upper wing surface, a lower wing surface jet channel is provided on the lower wing surface, and a trailing edge jet channel is provided on the trailing edge of the wing. The main channel and the trailing edge jet channel are connected. The upper and lower wing surface jet channels are located between the main channel and the trailing edge jet channel. Upper and lower secondary flow channels are also correspondingly provided between the main channel and the upper / lower wing surface jet channels. An expansion channel, which is a Coanda wall, is also provided between the upper / lower secondary flow channels and the upper / lower wing surface jet channels. The distributed jet yaw control system controls the injection and cut-off of passive secondary flow energy in the secondary channel and the double Coanda walls in the expansion channel to deflect the jet to the upper / lower wing jet channel, forming a staggered jet in the spanwise direction. The staggered jet generates a bulge-like structure, which creates a blocking effect on the incoming flow, generating drag and yaw moment. By setting different yaw control schemes, different virtual bulge structures are formed on the wings, creating different blocking effects, thereby achieving different heading control effects.
2. The yaw control method for a flying wing configuration based on distributed passive fluid thrust vectoring as described in claim 1, characterized in that, The distributed jet yaw control system controls the opening and closing of the upper / lower secondary flow channels via solenoid valves to inject and cut off passive secondary flow energy in the secondary flow channels.
3. The yaw control method for a flying wing configuration based on distributed passive fluid thrust vectoring as described in claim 1, characterized in that, The distributed jet yaw control system is arranged along the spanwise at any position along the chord of the wing section of the flying wing configuration. The number of distributed jet yaw control systems, the chordwise position, the jet outlet angle, and the spanwise spacing can be autonomously adjusted according to the specific layout and heading control requirements of the flying wing aircraft.
4. The yaw control method for a flying wing configuration based on distributed passive fluid thrust vectoring as described in claim 1, characterized in that: The jet is injected from the main channel, and the injection source includes one or more of the following: electric ducted fan, high-pressure air source, turbojet engine, turbofan engine, etc. The jet velocity can be autonomously adjusted according to the flying wing layout and flight mission.
5. The yaw control method for a flying wing configuration based on distributed passive fluid thrust vectoring as described in claim 1, characterized in that: The outlet shape of the upper / lower wing jet channel includes rectangular, trapezoidal, circular, or polygonal shapes.
6. The yaw control method for a flying wing configuration based on distributed passive fluid thrust vectoring as described in claim 1, characterized in that: The distributed jet yaw control system generates a bow-shaped jet core area on the upper / lower wing surface, which together with the large vortex structure behind it forms a virtual bulge structure that blocks the incoming flow. This results in severe flow separation on the upper / lower wing surface and near the wing trailing edge, forming a separation zone. This increases the pressure drag difference between the front and rear of the wing, thereby generating a yaw moment and ultimately producing a heading and attitude control effect.
7. The yaw control method for a flying wing configuration based on distributed passive fluid thrust vectoring as described in claim 1, characterized in that: The yaw control scheme uses a distributed jet yaw control system on the wing section to eject the jet in different left-right staggered deflection patterns, thereby forming different combinations and ultimately achieving different heading control effects.
8. The yaw control method for a flying wing configuration based on distributed passive fluid thrust vectoring as described in claim 7, characterized in that, The jet deflection combination or yaw control scheme can be autonomously adjusted according to the specific layout and heading control requirements of the flying wing aircraft.