Jet flow control plane for blended wing body configuration aircraft

Abstract

The invention provides a jet flow control plane for a blended wing body configuration aircraft. The control plane is located at the back of the aircraft body, and is extended and retracted through a driving mechanism, so as to be coupled with the engine jet flow at the front of the control plane, thus improving the pitch-up moment for rising and landing of the aircraft. Compared with a traditionalblended wing body configuration tail control plane, the jet flow control plane for a blended wing body configuration aircraft has a higher control plane efficiency, and can significantly increase theavailable pitch-up moment. At the same time, since the moment arm is long, the required pitch-up moment can be achieved with a small lift loss, and the overall adverse effect on the rising and landing performance is small. The driving mechanism can be accommodated in the aircraft body, thus having no influence on the cruising performance.

Description

technical field [0001] The invention relates to the design of a longitudinal control rudder surface of an aircraft with a wing-body fusion layout, in particular to a jet flow rudder surface located at the rear of an aircraft body. Background technique [0002] Compared with the conventional layout, the wing-body fusion layout aircraft cancels the control surfaces such as the flat tail. Due to the flat lift body design, the smooth transition between the fuselage and the wings greatly reduces the overall wetted area and reduces the drag. The aerodynamic efficiency is significantly improved, which is one of the research hotspots in the future aircraft layout. [0003] One of the main challenges in the design of aircraft with integrated wing-body layout is the lack of longitudinal control capability caused by the cancellation of the horizontal tail, especially when taking off and landing at low speeds, the trim pressure of nose-down moment is relatively high, often accompanied b...

AI Technical Summary

Problems solved by technology

Although the above-mentioned control methods are helpful to improve the nose-up moment during take-off and landing, there are still many problems: the abdominal spoiler is a rudder surface arranged on the lower surface of the fuselage. By increasing the lift in front of the center of gravity of the fuselage, the The lift force decreases, the overall lift force increases and the nose-up moment of the whole machine is increased at the same time. In its working state, the resistance of the whole machine will increase significantly, which puts extremely high requirements on the engine thrust. At the same time, the torque that can be provided is relatively limited. The combination of two surfaces meets the control requirements of the aircraft; the vertical tail stabilizer surface is arranged on the upper part of the vertical tail at both ends, through its symmetrical deflection, it can provide the nose-up moment without affecting the lift force, and will not introduce additional yaw moment, but its The nose-up moment that can be provided is positively correlated with the drag increment, and a large nose-up moment will also bring a large resistance cost; the canard is arranged in front of the wing, which acts like a flat tail, and can provide the nose-up moment while increasing the lift. But at the same time, it increases the cruising resistance of the whole aircraft and deteriorates the static stability of the whole aircraft, especially the wing-body fusion layout itself has a low static stability margin or is even statically unstable.

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