CN113232846B - A kind of flap control method and system - Google Patents
A kind of flap control method and system Download PDFInfo
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- CN113232846B CN113232846B CN202110546039.3A CN202110546039A CN113232846B CN 113232846 B CN113232846 B CN 113232846B CN 202110546039 A CN202110546039 A CN 202110546039A CN 113232846 B CN113232846 B CN 113232846B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/04—Helicopters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/54—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement
- B64C27/72—Means acting on blades
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/54—Mechanisms for controlling blade adjustment or movement relative to rotor head, e.g. lag-lead movement
- B64C27/72—Means acting on blades
- B64C2027/7205—Means acting on blades on each blade individually, e.g. individual blade control [IBC]
- B64C2027/7261—Means acting on blades on each blade individually, e.g. individual blade control [IBC] with flaps
- B64C2027/7266—Means acting on blades on each blade individually, e.g. individual blade control [IBC] with flaps actuated by actuators
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Abstract
本发明涉及一种襟翼的控制方法及系统。所述控制方法，包括：获取直升机的飞行速度；根据所述飞行速度确定后缘襟翼的控制参数值和前缘襟翼的控制参数值，所述控制参数值包括偏转幅值和偏转方向；根据所述后缘襟翼的控制参数值控制所述后缘襟翼偏转；根据所述前缘襟翼的控制参数值控制所述前缘襟翼偏转。本发明能够缓解仅通过后缘襟翼进行振动控制带来的不利结果。
The invention relates to a flap control method and system. The control method includes: acquiring a flight speed of a helicopter; determining a control parameter value of a trailing edge flap and a control parameter value of a leading edge flap according to the flight speed, wherein the control parameter value includes a deflection amplitude and a deflection direction; The deflection of the trailing edge flap is controlled according to the control parameter value of the trailing edge flap; the deflection of the leading edge flap is controlled according to the control parameter value of the leading edge flap. The present invention can mitigate the adverse effects of vibration control by means of trailing edge flaps only.
Description
技术领域technical field
本发明涉及襟翼控制领域，特别是涉及一种襟翼的控制方法及系统。The invention relates to the field of flap control, in particular to a flap control method and system.
背景技术Background technique
直升机上有诸多旋转部件，例如旋翼、尾桨、发动机以及传动系统等，它们在运转时会产生交变的载荷，这些交变的载荷会成为直升机的振源。这些振源的激振力作用在机体结构上引起机体振动。机体振动会影响驾驶员以及乘员的舒适性，同时对机体结构的疲劳寿命以及仪表设备的正常运行都有影响。而在各个旋转部件中，旋翼产生的激振力是最大的，因此，如何降低旋翼振动是直升机设计中很重要的一环。There are many rotating parts on helicopters, such as rotors, tail rotors, engines and transmission systems, which generate alternating loads during operation, and these alternating loads will become the vibration source of the helicopter. The exciting force of these vibration sources acts on the body structure to cause the body to vibrate. Airframe vibration will affect the comfort of the driver and occupants, as well as the fatigue life of the airframe structure and the normal operation of instrumentation equipment. Among all rotating parts, the exciting force generated by the rotor is the largest. Therefore, how to reduce the vibration of the rotor is an important part of the helicopter design.
目前应用在直升机上降低旋翼振动的技术主要分为被动控制和主动控制两类，最早研究者主要把目光集中在被动控制上，被动控制主要是通过添加吸振器或改变旋翼桨叶结构参数来抑制旋翼振动，然而，给旋翼添加吸振器带来的附加质量较大；改变旋翼桨叶结构参数的方法，例如研究新的桨叶翼型，探讨桨叶的厚度延展向的最佳分布规律以及新的桨叶外形等，这些技术的发展陷入了瓶颈。因此，由于被动控制的局限性，主动控制方法应运而生。其中，通过后缘襟翼进行直升机旋翼振动主动控制是目前研究的一大热点。At present, the technologies used to reduce rotor vibration on helicopters are mainly divided into passive control and active control. The earliest researchers mainly focused on passive control. Passive control is mainly by adding vibration absorbers or changing rotor blade structural parameters to suppress Rotor vibration, however, adding a vibration absorber to the rotor brings a larger additional mass; methods for changing the structural parameters of the rotor blade, such as studying new blade airfoils, exploring the optimal distribution law of blade thickness extension and new The development of these technologies has fallen into a bottleneck. Therefore, due to the limitations of passive control, active control methods emerge as the times require. Among them, the active control of helicopter rotor vibration through trailing edge flaps is a hot research topic.
通过后缘襟翼进行振动控制需要后缘襟翼相对于桨叶进行偏转，在直升机部分飞行状态下为了达到规定的振动水平，后缘襟翼的偏转幅度较大，这样导致直升机旋翼消耗功率较大；桨叶是弹性体，同时处于高速运动状态，后缘襟翼偏转后不可避免会引起桨叶本身的扭转以及弯曲变形，后缘襟翼仅间接影响前缘气动环境，对于在翼型前缘产生的动态失速所引发的振动问题，仅仅通过后缘襟翼很难减缓。Vibration control by the trailing edge flaps requires the trailing edge flaps to deflect relative to the blades. In order to achieve the specified vibration level in the partial flight state of the helicopter, the deflection amplitude of the trailing edge flaps is relatively large, which results in a relatively high power consumption of the helicopter rotor. Large; the blade is an elastic body and is in high-speed motion at the same time. After the trailing edge flap is deflected, it will inevitably cause torsion and bending deformation of the blade itself. The trailing edge flap only indirectly affects the leading edge aerodynamic environment. Vibration problems caused by edge-generated dynamic stalls are difficult to mitigate with trailing edge flaps alone.
综上所述，仅仅通过后缘襟翼进行振动控制会导致直升机旋翼消耗功率较大、引起桨叶本身的扭转以及弯曲变形以及引发旋翼振动。To sum up, only using the trailing edge flap to control the vibration will cause the helicopter rotor to consume a lot of power, cause the twisting and bending deformation of the blade itself, and cause the rotor to vibrate.
发明内容SUMMARY OF THE INVENTION
本发明的目的是提供一种襟翼的控制方法及系统，能够缓解仅通过后缘襟翼进行振动控制带来的不利结果。The purpose of the present invention is to provide a flap control method and system, which can alleviate the disadvantageous result brought by the vibration control only by the trailing edge flap.
为实现上述目的，本发明提供了如下方案：For achieving the above object, the present invention provides the following scheme:
一种襟翼的控制方法，包括：A flap control method, comprising:
获取直升机的飞行速度；Get the flight speed of the helicopter;
根据所述飞行速度确定后缘襟翼的控制参数值和前缘襟翼的控制参数值，所述控制参数值包括偏转幅值和偏转方向；Determine a control parameter value of the trailing edge flap and a control parameter value of the leading edge flap according to the flight speed, where the control parameter value includes a deflection amplitude and a deflection direction;
根据所述后缘襟翼的控制参数值控制所述后缘襟翼偏转；control the deflection of the trailing edge flap according to the control parameter value of the trailing edge flap;
根据所述前缘襟翼的控制参数值控制所述前缘襟翼偏转。The deflection of the leading edge flap is controlled according to the control parameter value of the leading edge flap.
可选的，根据所述飞行速度确定后缘襟翼的控制参数值，具体包括：Optionally, determining the control parameter value of the trailing edge flap according to the flight speed, specifically including:
若所述飞行速度在第一设定范围内且在旋翼前行侧时，后缘襟翼的偏转幅值为S，偏转方向为逆时针；若所述飞行速度在第一设定范围内且在旋翼后行侧时，后缘襟翼的偏转幅值为S，偏转方向为顺时针；If the flight speed is within the first set range and on the forward side of the rotor, the deflection amplitude of the trailing edge flap is S, and the deflection direction is counterclockwise; if the flight speed is within the first set range and When the rotor is on the trailing side, the deflection amplitude of the trailing edge flap is S, and the deflection direction is clockwise;
若所述飞行速度在第二设定范围内且在旋翼前行侧时，后缘襟翼的偏转幅值为M，偏转方向为逆时针；若所述飞行速度在第二设定范围内且在旋翼后行侧时，后缘襟翼的偏转幅值为M偏转方向为顺时针；If the flight speed is within the second set range and on the forward side of the rotor, the deflection amplitude of the trailing edge flap is M, and the deflection direction is counterclockwise; if the flight speed is within the second set range and When the rotor is on the trailing side, the deflection amplitude of the trailing edge flap is M and the deflection direction is clockwise;
若所述飞行速度在第三设定范围内且在旋翼前行侧时，后缘襟翼的偏转幅值为G，偏转方向为逆时针；若所述飞行速度在第三设定范围内且在旋翼后行侧时，后缘襟翼的偏转幅值为G，偏转方向为顺时针，S＜M＜G，其中，S为第一设定偏转幅值，M为第二设定偏转幅值，G为第三设定偏转幅值。If the flight speed is within the third set range and on the forward side of the rotor, the deflection amplitude of the trailing edge flap is G, and the deflection direction is counterclockwise; if the flight speed is within the third set range and When the rotor is on the trailing side, the deflection amplitude of the trailing edge flap is G, and the deflection direction is clockwise, S<M<G, where S is the first set deflection amplitude, and M is the second set deflection amplitude value, G is the third set deflection amplitude.
可选的，根据所述飞行速度确定前缘襟翼的控制参数值，具体包括：Optionally, the control parameter value of the leading edge flap is determined according to the flight speed, specifically including:
若所述飞行速度在第一设定范围内且在旋翼前行侧时，前缘襟翼的偏转幅值和偏转方向均为0，若所述飞行速度在第一设定范围内且在旋翼后行侧时，前缘襟翼的偏转幅值为
若所述飞行速度在第二设定范围内且在旋翼前行侧时，前缘襟翼的偏转幅值为
若所述飞行速度在第三设定范围内且在旋翼前行侧时，前缘襟翼的偏转幅值
可选的，根据所述飞行速度确定前缘襟翼的控制参数值，具体包括；Optionally, determining the control parameter value of the leading edge flap according to the flight speed, specifically including;
根据所述飞行速度确定目标问题的等级，所述目标问题包括动态失速问题、功率消耗问题和弯扭变形问题中的至少一个；determining a level of a target problem according to the flight speed, the target problem includes at least one of a dynamic stall problem, a power consumption problem, and a bending-torsional deformation problem;
根据所述目标问题的等级确定前缘襟翼的控制参数值。The control parameter values for the leading edge flaps are determined according to the level of the target problem.
可选的，所述根据飞行速度确定目标问题的等级，具体包括：Optionally, determining the level of the target problem according to the flight speed specifically includes:
若所述飞行速度在第一设定范围内，目标问题中功率消耗问题为第一等级，弯扭变形问题为第一等级，动态失速问题为第一等级；If the flight speed is within the first set range, the power consumption problem in the target problem is the first level, the bending and torsional deformation problem is the first level, and the dynamic stall problem is the first level;
若所述飞行速度在第二设定范围内，目标问题中功率消耗问题为第二等级，弯扭变形问题为第一等级，动态失速问题为第一等级；If the flight speed is within the second set range, the power consumption problem in the target problem is the second level, the bending and torsional deformation problem is the first level, and the dynamic stall problem is the first level;
若所述飞行速度在第三设定范围内，目标问题中功率消耗问题为第三等级，弯扭变形问题为第一等级，动态失速问题为第三等级。If the flight speed is within the third set range, the power consumption problem in the target problem is the third level, the bending and torsional deformation problem is the first level, and the dynamic stall problem is the third level.
可选的，所述根据所述目标问题的等级确定前缘襟翼的控制参数值，具体包括：Optionally, determining the control parameter value of the leading edge flap according to the level of the target problem specifically includes:
当所述目标问题为动态失速问题、所述动态失速问题的等级为第一等级且在旋翼前行侧时，前缘襟翼的偏转幅值和偏转方向均为0；当所述目标问题为动态失速问题、所述动态失速问题的等级为第一等级且在旋翼后行侧时，前缘襟翼的偏转幅值为S，偏转方向为逆时针；When the target problem is a dynamic stall problem, the level of the dynamic stall problem is the first level and the rotor is on the forward side, the deflection amplitude and deflection direction of the leading edge flap are both 0; when the target problem is The dynamic stall problem, the level of the dynamic stall problem is the first level, and when the rotor is on the trailing side, the deflection amplitude of the leading edge flap is S, and the deflection direction is counterclockwise;
当所述目标问题为动态失速问题、所述动态失速问题的等级为第二等级且在旋翼前行侧时，前缘襟翼的偏转幅值和偏转方向均为0；当所述目标问题为动态失速问题、所述动态失速问题的等级为第二等级且在旋翼后行侧时，前缘襟翼的偏转幅值为M，偏转方向为逆时针；When the target problem is a dynamic stall problem, the level of the dynamic stall problem is the second level and the rotor is on the forward side, the deflection amplitude and deflection direction of the leading edge flaps are both 0; when the target problem is The dynamic stall problem, the level of the dynamic stall problem is the second level, and when the rotor is on the trailing side, the deflection amplitude of the leading edge flap is M, and the deflection direction is counterclockwise;
当所述目标问题为动态失速问题、所述动态失速问题的等级为第三等级且在旋翼前行侧时，前缘襟翼的偏转幅值和偏转方向均为0；当所述目标问题为动态失速问题、所述动态失速问题的等级为第三等级且在旋翼后行侧时，前缘襟翼的偏转幅值为G，偏转方向为逆时针；其中，S为第一设定偏转幅值，M为第二设定偏转幅值，G为第三设定偏转幅值，S＜M＜G。When the target problem is a dynamic stall problem, the level of the dynamic stall problem is the third level and the rotor is on the forward side, the deflection amplitude and deflection direction of the leading edge flaps are both 0; when the target problem is The dynamic stall problem, the level of the dynamic stall problem is the third level and when the rotor is on the backward side, the deflection amplitude of the leading edge flap is G, and the deflection direction is counterclockwise; wherein, S is the first set deflection amplitude value, M is the second preset deflection amplitude, G is the third preset deflection amplitude, S<M<G.
可选的，所述根据所述目标问题的等级确定前缘襟翼的控制参数值，具体包括：Optionally, determining the control parameter value of the leading edge flap according to the level of the target problem specifically includes:
当所述目标问题为功率消耗问题、所述功率消耗问题的等级为第一等级且在旋翼前行侧时，前缘襟翼的偏转幅值为S，偏转方向为顺时针，当所述目标问题为功率消耗问题、所述功率消耗问题的等级为第一等级且在旋翼后行侧时，前缘襟翼的偏转幅值为S，偏转方向为逆时针；When the target problem is a power consumption problem, the level of the power consumption problem is the first grade and the rotor is on the forward running side, the deflection amplitude of the leading edge flap is S, and the deflection direction is clockwise. The problem is a power consumption problem, the level of the power consumption problem is the first level, and when the rotor is on the rear running side, the deflection amplitude of the leading edge flap is S, and the deflection direction is counterclockwise;
当所述目标问题为功率消耗问题、所述功率消耗问题的等级为第二等级且在旋翼前行侧时，前缘襟翼的偏转幅值为M，偏转方向为顺时针；当所述目标问题为功率消耗问题、所述功率消耗问题的等级为第二等级且在旋翼后行侧时，前缘襟翼的偏转幅值为M，偏转方向为逆时针；When the target problem is a power consumption problem, the level of the power consumption problem is the second level, and the rotor is on the forward travel side, the deflection amplitude of the leading edge flap is M, and the deflection direction is clockwise; when the target The problem is a power consumption problem, the level of the power consumption problem is the second level, and when the rotor is on the rear travel side, the deflection amplitude of the leading edge flap is M, and the deflection direction is counterclockwise;
当所述目标问题为功率消耗问题、所述功率消耗问题的等级为第三等级且在旋翼前行侧时，前缘襟翼的偏转幅值为G，偏转方向为顺时针；当所述目标问题为功率消耗问题、所述功率消耗问题的等级为第三等级且在旋翼后行侧时，前缘襟翼的偏转幅值为G，偏转方向为逆时针，S＜M＜G，其中，S为第一设定偏转幅值，M为第二设定偏转幅值，G为第三设定偏转幅值。When the target problem is a power consumption problem, the level of the power consumption problem is the third grade and the rotor is on the forward running side, the deflection amplitude of the leading edge flap is G, and the deflection direction is clockwise; when the target The problem is the power consumption problem, the level of the power consumption problem is the third level, and when the rotor is on the trailing side, the deflection amplitude of the leading edge flap is G, and the deflection direction is counterclockwise, S<M<G, where, S is the first preset deflection amplitude, M is the second preset deflection amplitude, and G is the third preset deflection amplitude.
可选的，所述根据所述目标问题的等级确定前缘襟翼的控制参数值，具体包括：Optionally, determining the control parameter value of the leading edge flap according to the level of the target problem specifically includes:
当所述目标问题为弯扭变形问题、所述弯扭变形问题的等级为第一等级且在旋翼前行侧时，前缘襟翼的偏转幅值为S，偏转方向为逆时针；当所述目标问题为弯扭变形问题、所述弯扭变形问题的等级为第一等级且在旋翼后行侧时，前缘襟翼的偏转幅值为S，偏转方向为顺时针；When the target problem is a bending-torsional deformation problem, the level of the bending-torsional deformation problem is the first level, and the rotor is on the forward side, the deflection amplitude of the leading edge flap is S, and the deflection direction is counterclockwise; The target problem is a bending-torsional deformation problem, the grade of the bending-torsional deformation problem is the first grade, and when the rotor is on the backward side, the deflection amplitude of the leading edge flap is S, and the deflection direction is clockwise;
当所述目标问题为弯扭变形问题、所述弯扭变形问题的等级为第二等级且在旋翼前行侧时，前缘襟翼的偏转幅值为M，偏转方向为逆时针；当所述目标问题为弯扭变形问题、所述弯扭变形问题的等级为第二等级且在旋翼后行侧时，前缘襟翼的偏转幅值为M，偏转方向为顺时针；When the target problem is a bending-torsional deformation problem, the level of the bending-torsional deformation problem is the second level, and the rotor is on the forward running side, the deflection amplitude of the leading edge flap is M, and the deflection direction is counterclockwise; The target problem is a bending-torsional deformation problem, the level of the bending-torsional deformation problem is the second level, and when the rotor is on the rearward side, the deflection amplitude of the leading edge flap is M, and the deflection direction is clockwise;
当所述目标问题为弯扭变形问题、所述弯扭变形问题的等级为第三等级且在旋翼前行侧时，前缘襟翼的偏转幅值为G，偏转方向为逆时针；当所述目标问题为弯扭变形问题、所述弯扭变形问题的等级为第三等级且在旋翼后行侧时，前缘襟翼的偏转幅值为G，偏转方向为顺时针，其中，S为第一设定偏转幅值，M为第二设定偏转幅值，G为第三设定偏转幅值，S＜M＜G。When the target problem is a bending-torsional deformation problem, the level of the bending-torsional deformation problem is the third level, and the rotor is on the forward travel side, the deflection amplitude of the leading edge flap is G, and the deflection direction is counterclockwise; The target problem is the bending-torsional deformation problem, the level of the bending-torsional deformation problem is the third level, and when the rotor is on the rearward side, the deflection amplitude of the leading edge flap is G, and the deflection direction is clockwise, where S is The first set deflection amplitude, M is the second set deflection amplitude, G is the third set deflection amplitude, S<M<G.
一种襟翼的控制系统，包括：A flap control system, comprising:
获取模块，用于获取直升机的飞行速度；The acquisition module is used to acquire the flight speed of the helicopter;
控制参数确定模块，用于根据所述飞行速度确定后缘襟翼的控制参数值和前缘襟翼的控制参数值，所述控制参数值包括偏转幅值和偏转方向；a control parameter determination module, configured to determine a control parameter value of the trailing edge flap and a control parameter value of the leading edge flap according to the flight speed, where the control parameter value includes a deflection amplitude and a deflection direction;
后缘襟翼控制模块，用于根据所述后缘襟翼的控制参数值控制所述后缘襟翼偏转；a trailing edge flap control module, configured to control the deflection of the trailing edge flap according to the control parameter value of the trailing edge flap;
前缘襟翼控制模块，用于根据所述前缘襟翼的控制参数值控制所述前缘襟翼偏转。A leading edge flap control module, configured to control the deflection of the leading edge flap according to the control parameter value of the leading edge flap.
可选的，所述控制参数确定模块包括：Optionally, the control parameter determination module includes:
第一后缘参数确定单元，用于若所述飞行速度在第一设定范围内且在旋翼前行侧时，后缘襟翼的偏转幅值为S，偏转方向为逆时针；若所述飞行速度在第一设定范围内且在旋翼后行侧时，后缘襟翼的偏转幅值为S，偏转方向为顺时针；A first trailing edge parameter determination unit, used for if the flight speed is within the first set range and on the forward side of the rotor, the deflection amplitude of the trailing edge flap is S, and the deflection direction is counterclockwise; if the When the flight speed is within the first set range and on the rear side of the rotor, the deflection amplitude of the trailing edge flap is S, and the deflection direction is clockwise;
第二后缘参数确定单元，用于若所述飞行速度在第二设定范围内且在旋翼前行侧时，后缘襟翼的偏转幅值为M，偏转方向为逆时针；若所述飞行速度在第二设定范围内且在旋翼后行侧时，后缘襟翼的偏转幅值为M偏转方向为顺时针；The second trailing edge parameter determining unit is configured to, if the flight speed is within the second set range and on the forward side of the rotor, the deflection amplitude of the trailing edge flap is M, and the deflection direction is counterclockwise; When the flight speed is within the second set range and on the rear side of the rotor, the deflection amplitude of the trailing edge flap is M and the deflection direction is clockwise;
第三后缘参数确定单元，用于若所述飞行速度在第三设定范围内且在旋翼前行侧时，后缘襟翼的偏转幅值为G，偏转方向为逆时针；若所述飞行速度在第三设定范围内且在旋翼后行侧时，后缘襟翼的偏转幅值为G，偏转方向为顺时针，S＜M＜G，其中，S为第一设定偏转幅值，M为第二设定偏转幅值，G为第三设定偏转幅值。The third trailing edge parameter determining unit is configured to, if the flight speed is within the third set range and on the forward side of the rotor, the deflection amplitude of the trailing edge flap is G, and the deflection direction is counterclockwise; When the flight speed is within the third set range and on the rear side of the rotor, the deflection amplitude of the trailing edge flap is G, and the deflection direction is clockwise, S<M<G, where S is the first set deflection amplitude value, M is the second preset deflection amplitude, and G is the third preset deflection amplitude.
根据本发明提供的具体实施例，本发明公开了以下技术效果：本发明通过直升机的飞行速度控制后缘襟翼和前缘襟翼的偏转幅值和偏转方向，同时控制前缘襟翼和后缘襟翼，缓解了仅通过后缘襟翼进行振动控制带来的不利结果。According to the specific embodiment provided by the present invention, the present invention discloses the following technical effects: the present invention controls the deflection amplitude and deflection direction of the trailing edge flaps and the leading edge flaps through the flight speed of the helicopter, and simultaneously controls the leading edge flaps and the trailing edge flaps. Edge flaps, mitigating the negative consequences of vibration control through trailing edge flaps only.
附图说明Description of drawings
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings required in the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some of the present invention. In the embodiments, for those of ordinary skill in the art, other drawings can also be obtained according to these drawings without creative labor.
图1为本发明实施例提供的带有前缘襟翼和后缘襟翼的桨叶轴的示意图；1 is a schematic diagram of a blade shaft with a leading edge flap and a trailing edge flap provided by an embodiment of the present invention;
图2为本发明实施例提供的襟翼的控制方法的流程图；2 is a flowchart of a control method for a flap provided by an embodiment of the present invention;
图3为本发明实施例提供的不同飞行状态下后缘襟翼的操纵策略的示意图；3 is a schematic diagram of a maneuvering strategy of a trailing edge flap under different flight states provided by an embodiment of the present invention;
图4为本发明实施例提供的飞行速度在第一设定范围内前缘襟翼和后缘襟翼的操作策略的示意图；4 is a schematic diagram of an operation strategy of a leading edge flap and a trailing edge flap in a first set range of flight speeds provided by an embodiment of the present invention;
图5为本发明实施例提供的飞行速度在第二设定范围内前缘襟翼和后缘襟翼的操作策略的示意图；5 is a schematic diagram of an operation strategy of a leading edge flap and a trailing edge flap in a second set range of flight speeds provided by an embodiment of the present invention;
图6为本发明实施例提供的飞行速度在第三设定范围内前缘襟翼和后缘襟翼的操作策略的示意图；6 is a schematic diagram of an operation strategy of a leading edge flap and a trailing edge flap in a third setting range of a flight speed provided by an embodiment of the present invention;
图7为本发明实施例提供的襟翼的控制系统的框图。FIG. 7 is a block diagram of a flap control system provided by an embodiment of the present invention.
具体实施方式Detailed ways
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, but not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.
为使本发明的上述目的、特征和优点能够更加明显易懂，下面结合附图和具体实施方式对本发明作进一步详细的说明。In order to make the above objects, features and advantages of the present invention more clearly understood, the present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments.
图1中a为桨叶，b为前缘襟翼，c为后缘襟翼，左侧虚线框为带有前缘襟翼以及后缘襟翼的桨叶部位的剖面图，其中前缘襟翼以及后缘襟翼分别绕某固定轴线进行偏转。本实施例针对于现有技术中仅通过后缘襟翼进行振动控制所固有的不足，考虑到前缘襟翼主动控制的优势，在采用后缘襟翼进行控制的基础上，提出了一种通过前后缘襟翼协调控制抑制旋翼振动的方法，不仅能够有效减缓旋翼的振动问题，还能弥补仅通过后缘襟翼进行振动控制所固有的不足，如图2所示，所述方法包括：In Figure 1, a is a blade, b is a leading edge flap, c is a trailing edge flap, and the left dashed box is a cross-sectional view of the blade with the leading edge flap and the trailing edge flap, wherein the leading edge flap The wings and the trailing edge flaps are respectively deflected about a fixed axis. Aiming at the inherent deficiencies of vibration control performed only by the trailing edge flaps in the prior art, and considering the advantages of active control of the leading edge flaps, this embodiment proposes a The method of suppressing the rotor vibration through coordinated control of the leading and trailing edge flaps can not only effectively alleviate the vibration problem of the rotor, but also make up for the inherent deficiencies of vibration control only through the trailing edge flaps. As shown in Figure 2, the method includes:
步骤101：获取直升机的飞行速度。使用空速管测量直升机的飞行速度。Step 101: Obtain the flight speed of the helicopter. Use the pitot tube to measure the flight speed of the helicopter.
步骤102：根据所述飞行速度确定后缘襟翼的控制参数值和前缘襟翼的控制参数值。所述控制参数值包括偏转幅值和偏转方向。Step 102: Determine the control parameter value of the trailing edge flap and the control parameter value of the leading edge flap according to the flight speed. The control parameter values include deflection amplitude and deflection direction.
步骤103：根据所述后缘襟翼的控制参数值控制所述后缘襟翼偏转。Step 103: Control the deflection of the trailing edge flap according to the control parameter value of the trailing edge flap.
步骤104：根据所述前缘襟翼的控制参数值控制所述前缘襟翼偏转。Step 104: Control the deflection of the leading edge flap according to the control parameter value of the leading edge flap.
图3简单介绍了不同飞行状态下后缘襟翼的简单操纵策略，箭头指向的是后缘襟翼在偏转时的形状状态，原理为：在旋翼前行侧由于挥舞运动会对翼型剖面产生低头力矩，此时后缘襟翼逆时针偏转使得翼型后缘襟翼部位下表面到翼型后缘的流程相对上表面增加，因此下表面流速增大，压强减小，相对于原构型在后缘襟翼部位产生向下的力以提供抬头力矩；在旋翼后行侧由于气动环境，翼型剖面的气动迎角较大，后缘襟翼顺时针偏转增大了有效弯度，以减小气动迎角的需求；同时由于直升机旋翼振动会随着前飞速度的增加而不断增大，因此后缘襟翼的偏转幅度也会随着前飞速度的增加而不断增大：当直升机处于小速度前飞状态时，后缘襟翼偏转幅值为S，当直升机处于中等速度前飞状态时，后缘襟翼偏转幅值为M，当直升机处于大速度前飞状态时，后缘襟翼偏转幅值为G。在实际应用中，基于减振的目的以及上述原理得到根据飞行速度确定后缘襟翼的控制参数值的具体过程为：Figure 3 briefly introduces the simple maneuvering strategy of the trailing edge flap in different flight states. The arrow points to the shape state of the trailing edge flap when it is deflected. At this time, the counterclockwise deflection of the trailing edge flap makes the flow from the lower surface of the trailing edge flap to the trailing edge of the airfoil increases relative to the upper surface, so the flow velocity on the lower surface increases and the pressure decreases. The trailing edge flap generates downward force to provide the head-up moment; due to the aerodynamic environment on the rear side of the rotor, the aerodynamic angle of attack of the airfoil profile is large, and the clockwise deflection of the trailing edge flap increases the effective camber to reduce the At the same time, since the rotor vibration of the helicopter will increase with the increase of the forward flight speed, the deflection amplitude of the trailing edge flap will also increase with the increase of the forward flight speed: when the helicopter is in a small When the speed is in forward flight state, the deflection amplitude of the trailing edge flaps is S. When the helicopter is in the forward flight state at a moderate speed, the trailing edge flap deflection amplitude is M. When the helicopter is in the forward flight state at a high speed, the trailing edge flaps The deflection amplitude is G. In practical applications, based on the purpose of vibration reduction and the above principles, the specific process of determining the control parameter values of the trailing edge flaps according to the flight speed is as follows:
如图4所示，若所述飞行速度在第一设定范围内(小速度前飞)，在旋翼前行侧时，后缘襟翼的偏转幅值为S(以规律为
如图5所示，若所述飞行速度在第二设定范围内(中等速度前飞)，在旋翼前行侧时，后缘襟翼的偏转幅值为M(以规律为
如图6所示，若所述飞行速度在第三设定范围内(大速度前飞)，在旋翼前行侧时，后缘襟翼的偏转幅值为G(以规律为
在实际应用中，根据所述飞行速度确定前缘襟翼的控制参数值，具体包括：In practical applications, the control parameter values of the leading edge flaps are determined according to the flight speed, which specifically includes:
如图4所示，若所述飞行速度在第一设定范围内，在旋翼前行侧时，前缘襟翼的偏转幅值和偏转方向均为0，在旋翼后行侧时，前缘襟翼的偏转幅值为
如图5所示，若所述飞行速度在第二设定范围内，在旋翼前行侧时，前缘襟翼的偏转幅值为
如图6所示，若所述飞行速度在第三设定范围内，在旋翼前行侧时，前缘襟翼的偏转幅值
在相同的后缘襟翼偏转幅值下，三个目标问题所造成的影响大小有所不同；即使同一个目标问题，在不同的后缘襟翼偏转幅值下造成的影响也有差异，所以在实际应用中，根据所述飞行速度确定前缘襟翼的控制参数值，具体包括：Under the same deflection amplitude of the trailing edge flaps, the influences caused by the three target problems are different; even the same target problem has different effects under different deflection amplitudes of the trailing edge flaps, so in the In practical application, the control parameter value of the leading edge flap is determined according to the flight speed, which specifically includes:
根据所述飞行速度确定目标问题的等级，所述目标问题包括动态失速问题、功率消耗问题和弯扭变形问题中的至少一个。The level of the target problem is determined according to the flight speed, and the target problem includes at least one of a dynamic stall problem, a power consumption problem, and a bending-torsional deformation problem.
根据所述目标问题的等级确定前缘襟翼的控制参数值。The control parameter values for the leading edge flaps are determined according to the level of the target problem.
在实际应用中，根据飞行速度确定目标问题的等级，具体包括：In practical applications, the level of the target problem is determined according to the flight speed, including:
若所述飞行速度在第一设定范围内，目标问题中功率消耗问题为第一等级，弯扭变形问题为第一等级、动态失速问题为第一等级。If the flight speed is within the first set range, the power consumption problem in the target problem is the first level, the bending and torsional deformation problem is the first level, and the dynamic stall problem is the first level.
若所述飞行速度在第二设定范围内，目标问题中功率消耗问题为第二等级，弯扭变形问题为第一等级，动态失速问题为第一等级。If the flight speed is within the second set range, the power consumption problem in the target problem is the second level, the bending and torsional deformation problem is the first level, and the dynamic stall problem is the first level.
若所述飞行速度在第三设定范围内，目标问题中功率消耗问题为第三等级，弯扭变形问题为第一等级，动态失速问题为第三等级。If the flight speed is within the third set range, the power consumption problem in the target problem is the third level, the bending and torsional deformation problem is the first level, and the dynamic stall problem is the third level.
在实际应用中，根据所述目标问题的等级确定前缘襟翼的控制参数值，具体包括：In practical applications, the control parameter values of the leading edge flaps are determined according to the level of the target problem, which specifically includes:
当目标问题中功率消耗问题为第一等级，弯扭变形问题为第一等级、动态失速问题为第一等级时，在旋翼前行侧时(方位角0°-180°)，前缘襟翼的偏转幅值和偏转方向均为0，在旋翼后行侧时(方位角180°-360°)，前缘襟翼的偏转幅值为
当目标问题中功率消耗问题为第二等级，弯扭变形问题为第一等级，动态失速问题为第一等级时，在旋翼前行侧时，前缘襟翼的偏转幅值为
当目标问题中功率消耗问题为第三等级，弯扭变形问题为第一等级，动态失速问题为第三等级时，在旋翼前行侧时，前缘襟翼的偏转幅值
在实际应用中，根据所述目标问题的等级确定前缘襟翼的控制参数值，具体包括：In practical applications, the control parameter values of the leading edge flaps are determined according to the level of the target problem, which specifically includes:
当所述目标问题为动态失速问题、所述动态失速问题的等级为第一等级且在旋翼前行侧时，前缘襟翼的偏转幅值和偏转方向均为0；当所述目标问题为动态失速问题、所述动态失速问题的等级为第一等级且在旋翼后行侧时，前缘襟翼的偏转幅值为S，偏转方向为逆时针。When the target problem is a dynamic stall problem, the level of the dynamic stall problem is the first level and the rotor is on the forward side, the deflection amplitude and deflection direction of the leading edge flap are both 0; when the target problem is For the dynamic stall problem, the level of the dynamic stall problem is the first level and when the rotor is on the trailing side, the deflection amplitude of the leading edge flap is S, and the deflection direction is counterclockwise.
当所述目标问题为动态失速问题、所述动态失速问题的等级为第二等级且在旋翼前行侧时，前缘襟翼的偏转幅值和偏转方向均为0；当所述目标问题为动态失速问题、所述动态失速问题的等级为第二等级且在旋翼后行侧时，前缘襟翼的偏转幅值为M，偏转方向为逆时针。When the target problem is a dynamic stall problem, the level of the dynamic stall problem is the second level and the rotor is on the forward side, the deflection amplitude and deflection direction of the leading edge flaps are both 0; when the target problem is For the dynamic stall problem, the level of the dynamic stall problem is the second level and when the rotor is on the trailing side, the deflection amplitude of the leading edge flap is M, and the deflection direction is counterclockwise.
当所述目标问题为动态失速问题、所述动态失速问题的等级为第三等级且在旋翼前行侧时，前缘襟翼的偏转幅值和偏转方向均为0；当所述目标问题为动态失速问题、所述动态失速问题的等级为第三等级且在旋翼后行侧时，前缘襟翼的偏转幅值为G，偏转方向为逆时针；其中，S为第一设定偏转幅值，M为第二设定偏转幅值，G为第三设定偏转幅值，S＜M＜G。When the target problem is a dynamic stall problem, the level of the dynamic stall problem is the third level and the rotor is on the forward side, the deflection amplitude and deflection direction of the leading edge flaps are both 0; when the target problem is The dynamic stall problem, the level of the dynamic stall problem is the third level and when the rotor is on the backward side, the deflection amplitude of the leading edge flap is G, and the deflection direction is counterclockwise; wherein, S is the first set deflection amplitude value, M is the second preset deflection amplitude, G is the third preset deflection amplitude, S<M<G.
在实际应用中，根据所述目标问题的等级确定前缘襟翼的控制参数值，具体包括：In practical applications, the control parameter values of the leading edge flaps are determined according to the level of the target problem, which specifically includes:
当所述目标问题为功率消耗问题、所述功率消耗问题的等级为第一等级且在旋翼前行侧时，前缘襟翼的偏转幅值为S，偏转方向为顺时针，当所述目标问题为功率消耗问题、所述功率消耗问题的等级为第一等级且在旋翼后行侧时，前缘襟翼的偏转幅值为S，偏转方向为逆时针。When the target problem is a power consumption problem, the level of the power consumption problem is the first grade and the rotor is on the forward running side, the deflection amplitude of the leading edge flap is S, and the deflection direction is clockwise. The problem is the power consumption problem, the level of the power consumption problem is the first level and when the rotor is on the trailing side, the deflection amplitude of the leading edge flap is S, and the deflection direction is counterclockwise.
当所述目标问题为功率消耗问题、所述功率消耗问题的等级为第二等级且在旋翼前行侧时，前缘襟翼的偏转幅值为M，偏转方向为顺时针；当所述目标问题为功率消耗问题、所述功率消耗问题的等级为第二等级且在旋翼后行侧时，前缘襟翼的偏转幅值为M，偏转方向为逆时针。When the target problem is a power consumption problem, the level of the power consumption problem is the second level, and the rotor is on the forward travel side, the deflection amplitude of the leading edge flap is M, and the deflection direction is clockwise; when the target The problem is the power consumption problem, the level of the power consumption problem is the second level and the deflection amplitude of the leading edge flap is M and the deflection direction is counterclockwise when the rotor is on the rearward travel side.
当所述目标问题为功率消耗问题、所述功率消耗问题的等级为第三等级且在旋翼前行侧时，前缘襟翼的偏转幅值为G，偏转方向为顺时针；当所述目标问题为功率消耗问题、所述功率消耗问题的等级为第三等级且在旋翼后行侧时，前缘襟翼的偏转幅值为G，偏转方向为逆时针，S＜M＜G，其中，S为第一设定偏转幅值，M为第二设定偏转幅值，G为第三设定偏转幅值。When the target problem is a power consumption problem, the level of the power consumption problem is the third grade and the rotor is on the forward running side, the deflection amplitude of the leading edge flap is G, and the deflection direction is clockwise; when the target The problem is the power consumption problem, the level of the power consumption problem is the third level, and when the rotor is on the trailing side, the deflection amplitude of the leading edge flap is G, and the deflection direction is counterclockwise, S<M<G, where, S is the first preset deflection amplitude, M is the second preset deflection amplitude, and G is the third preset deflection amplitude.
在实际应用中，根据所述目标问题的等级确定前缘襟翼的控制参数值，具体包括：In practical applications, the control parameter values of the leading edge flaps are determined according to the level of the target problem, which specifically includes:
当所述目标问题为弯扭变形问题、所述弯扭变形问题的等级为第一等级且在旋翼前行侧时，前缘襟翼的偏转幅值为S，偏转方向为逆时针；当所述目标问题为弯扭变形问题、所述弯扭变形问题的等级为第一等级且在旋翼后行侧时，前缘襟翼的偏转幅值为S，偏转方向为顺时针。When the target problem is a bending-torsional deformation problem, the level of the bending-torsional deformation problem is the first level, and the rotor is on the forward side, the deflection amplitude of the leading edge flap is S, and the deflection direction is counterclockwise; The target problem is the bending-torsional deformation problem, the level of the bending-torsional deformation problem is the first level, and when the rotor is on the rearward side, the deflection amplitude of the leading edge flap is S, and the deflection direction is clockwise.
当所述目标问题为弯扭变形问题、所述弯扭变形问题的等级为第二等级且在旋翼前行侧时，前缘襟翼的偏转幅值为M，偏转方向为逆时针；当所述目标问题为弯扭变形问题、所述弯扭变形问题的等级为第二等级且在旋翼后行侧时，前缘襟翼的偏转幅值为M，偏转方向为顺时针。When the target problem is a bending-torsional deformation problem, the level of the bending-torsional deformation problem is the second level, and the rotor is on the forward running side, the deflection amplitude of the leading edge flap is M, and the deflection direction is counterclockwise; The target problem is a bending-torsional deformation problem, the level of the bending-torsional deformation problem is the second level, and when the rotor is on the trailing side, the deflection amplitude of the leading edge flap is M, and the deflection direction is clockwise.
当所述目标问题为弯扭变形问题、所述弯扭变形问题的等级为第三等级且在旋翼前行侧时，前缘襟翼的偏转幅值为G，偏转方向为逆时针；当所述目标问题为弯扭变形问题、所述弯扭变形问题的等级为第三等级且在旋翼后行侧时，前缘襟翼的偏转幅值为G，偏转方向为顺时针，其中，S为第一设定偏转幅值，M为第二设定偏转幅值，G为第三设定偏转幅值，S＜M＜G。When the target problem is a bending-torsional deformation problem, the level of the bending-torsional deformation problem is the third level, and the rotor is on the forward travel side, the deflection amplitude of the leading edge flap is G, and the deflection direction is counterclockwise; The target problem is the bending-torsional deformation problem, the level of the bending-torsional deformation problem is the third level, and when the rotor is on the rearward side, the deflection amplitude of the leading edge flap is G, and the deflection direction is clockwise, where S is The first set deflection amplitude, M is the second set deflection amplitude, G is the third set deflection amplitude, S<M<G.
本实施例提供的方法原理如下：The principle of the method provided by this embodiment is as follows:
解决功率消耗问题的前缘襟翼偏转机理如下：在旋翼前行侧由于后缘襟翼逆时针偏转以提供抬头力矩，此时前缘襟翼顺时针偏转，前缘襟翼部位气动迎角增大，相对于原构型在前缘产生一个附加的向上的升力，此升力提供了抬头力矩，因此能够减小后缘襟翼需求的偏转角度；在旋翼后行侧由于后缘襟翼顺时针偏转以增大桨叶弯度，此时前缘襟翼逆时针偏转，相当于再次增大了翼型的弯度，因此能够减小后缘襟翼需求的偏转角度。同时基于Theodorsen理论，翼型剖面的气动铰链力矩与后缘襟翼偏转角度成正比，而操纵后缘襟翼消耗的功率与气动铰链力矩成正比。所以随着后缘襟翼偏转角度的减小，操纵后缘襟翼消耗的功率呈二次方下降，即使存在前缘襟翼的偏转，但是总的操纵功率还是会降低。The deflection mechanism of the leading edge flaps to solve the power consumption problem is as follows: on the forward side of the rotor, the trailing edge flaps are deflected counterclockwise to provide the head-up moment, at this time the leading edge flaps are deflected clockwise, and the aerodynamic angle of attack at the leading edge flaps increases. Compared with the original configuration, an additional upward lift force is generated on the leading edge, which provides a head-up moment and thus reduces the deflection angle required by the trailing edge flaps; on the aft side of the rotor, the trailing edge flaps clockwise Deflection is used to increase the blade camber. At this time, the leading edge flaps are deflected counterclockwise, which is equivalent to increasing the camber of the airfoil again, thus reducing the required deflection angle of the trailing edge flaps. At the same time, based on Theodorsen's theory, the aerodynamic hinge moment of the airfoil profile is proportional to the deflection angle of the trailing edge flap, and the power consumed by operating the trailing edge flap is proportional to the aerodynamic hinge moment. Therefore, with the decrease of the deflection angle of the trailing edge flaps, the power consumed by the control of the trailing edge flaps decreases quadratically. Even if there is deflection of the leading edge flaps, the total control power will still decrease.
解决弯扭变形问题的前缘襟翼偏转机理如下：由于后缘襟翼偏转会带来附加的气动力以及气动力矩，附加的气动力会额外引起桨叶的弯曲变形，而附加的气动力矩会额外引起桨叶的扭转变形。基于前文所述前缘襟翼偏转的气动理论，无论是在旋翼前行侧还是在后行侧，当前缘襟翼与后缘襟翼的偏转方向相同时，产生的气动力以及气动力矩均与后缘襟翼相反，此时通过对前缘襟翼进行一定的操纵能够做到减小甚至消除由于后缘襟翼引起的弯曲以及扭转。The deflection mechanism of the leading edge flap to solve the problem of bending and torsional deformation is as follows: Since the deflection of the trailing edge flap will bring additional aerodynamic force and aerodynamic moment, the additional aerodynamic force will additionally cause the bending deformation of the blade, and the additional aerodynamic moment will Additional torsional deformation of the blade is caused. Based on the aerodynamic theory of leading edge flap deflection mentioned above, whether on the forward side or the rear side of the rotor, when the deflection directions of the leading edge flap and the trailing edge flap are the same, the generated aerodynamic force and aerodynamic moment are the same as Contrary to the trailing edge flaps, the bending and twisting caused by the trailing edge flaps can be reduced or even eliminated by certain manipulation of the leading edge flaps.
解决动态失速问题的前缘襟翼偏转机理如下：由于动态失速现象一般发生在旋翼后行侧，因此在旋翼前行侧无需对前缘襟翼进行操纵；在旋翼后行侧，由于动态失速现象是由于气动迎角过大而发生的，若前缘襟翼负向偏转，在一定范围下翼型剖面的弯度增大，随之翼型的升阻比也会增大，在产生同等升力下所需要的气动迎角会减小，因此对直升机大速度飞行情况下的动态失速现象有所缓解。The leading edge flap deflection mechanism to solve the dynamic stall problem is as follows: Since the dynamic stall phenomenon generally occurs on the rearward side of the rotor, there is no need to operate the leading edge flap on the forward side of the rotor; on the rearward side of the rotor, due to the dynamic stall phenomenon It occurs because the aerodynamic angle of attack is too large. If the leading edge flaps are deflected negatively, the camber of the airfoil profile increases within a certain range, and the lift-to-drag ratio of the airfoil will also increase. Under the same lift The required aerodynamic angle of attack will be reduced, thus alleviating the dynamic stall phenomenon of the helicopter at high speed.
当所述飞行速度在第一设定范围内，后缘襟翼偏转幅值为S：由于后缘襟翼偏转幅值为S，认为功率消耗问题严重级别为第一等级；由于弯扭变形问题可以通过结构设计、材料选取等被动设计进行有效缓解，因此认为弯扭变形问题严重级别为第一等级；由于动态失速现象大多数发生在大速度前飞状态，因此认为弯扭变形问题严重级别为第一等级。When the flight speed is within the first set range, the deflection amplitude of the trailing edge flap is S: since the deflection amplitude of the trailing edge flap is S, it is considered that the serious level of the power consumption problem is the first level; It can be effectively alleviated by passive design such as structural design and material selection. Therefore, it is considered that the severity level of the bending and torsional deformation problem is the first level; since most of the dynamic stall phenomena occur in the high-speed forward flight state, the serious level of the bending and torsional deformation problem is considered to be first grade.
当所述飞行速度在第二设定范围内，后缘襟翼偏转幅值为M：由于后缘襟翼偏转幅值为M，认为功率消耗问题严重级别为第二等级；弯扭变形问题严重级别为第一等级，理由与前文相同；动态失速问题严重级别为第一等级，理由与前文相同。When the flight speed is within the second set range, the deflection amplitude of the trailing edge flap is M: since the deflection amplitude of the trailing edge flap is M, it is considered that the serious level of the power consumption problem is the second level; the bending and twisting deformation problem is serious The level is the first level, and the reason is the same as the previous one; the severity level of the dynamic stall problem is the first level, and the reason is the same as the previous one.
当所述飞行速度在第三设定范围内，后缘襟翼偏转幅值为G：由于后缘襟翼偏转幅值为G，认为功率消耗问题严重级别为第三等级；弯扭变形问题严重级别为第一等级，理由与前文相同；由于在大速度前飞状态下动态失速现象会导致非常严重的振动问题，甚至可能会导致直升机倾翻，因此认为动态失速问题严重级别为第三等级。When the flight speed is within the third set range, the deflection amplitude of the trailing edge flap is G: since the deflection amplitude of the trailing edge flap is G, it is considered that the serious level of the power consumption problem is the third level; the bending and twisting deformation problem is serious The level is the first level, and the reason is the same as above; because the dynamic stall phenomenon in the high-speed forward flight state will cause very serious vibration problems, and may even cause the helicopter to overturn, so the dynamic stall problem is considered to be the third level.
本实施例还提供了一种与上述方法对应的襟翼的控制系统，如图7所示，所示系统包括：This embodiment also provides a flap control system corresponding to the above method, as shown in FIG. 7 , where the system includes:
获取模块A1，用于获取直升机的飞行速度。Obtaining module A1 is used to obtain the flight speed of the helicopter.
控制参数确定模块A2，用于根据所述飞行速度确定后缘襟翼的控制参数值和前缘襟翼的控制参数值，所述控制参数值包括偏转幅值和偏转方向。A control parameter determination module A2, configured to determine a control parameter value of the trailing edge flap and a control parameter value of the leading edge flap according to the flight speed, where the control parameter value includes a deflection amplitude and a deflection direction.
后缘襟翼控制模块A3，用于根据所述后缘襟翼的控制参数值控制所述后缘襟翼偏转。The trailing edge flap control module A3 is configured to control the deflection of the trailing edge flap according to the control parameter value of the trailing edge flap.
前缘襟翼控制模块A4，用于根据所述前缘襟翼的控制参数值控制所述前缘襟翼偏转。The leading edge flap control module A4 is configured to control the deflection of the leading edge flap according to the control parameter value of the leading edge flap.
作为一种可选的实施方式，所述控制参数确定模块包括：As an optional implementation manner, the control parameter determination module includes:
第一参数确定单元，用于若所述飞行速度在第一设定范围内且在旋翼前行侧时，后缘襟翼的偏转幅值为S，偏转方向为逆时针；若所述飞行速度在第一设定范围内且在旋翼后行侧时，后缘襟翼的偏转幅值为S，偏转方向为顺时针。A first parameter determination unit, used for if the flight speed is within the first set range and on the forward side of the rotor, the deflection amplitude of the trailing edge flap is S, and the deflection direction is counterclockwise; In the first setting range and when the rotor is on the trailing side, the deflection amplitude of the trailing edge flap is S, and the deflection direction is clockwise.
第二参数确定单元，用于若所述飞行速度在第二设定范围内且在旋翼前行侧时，后缘襟翼的偏转幅值为M，偏转方向为逆时针；若所述飞行速度在第二设定范围内且在旋翼后行侧时，后缘襟翼的偏转幅值为M偏转方向为顺时针。The second parameter determination unit is used for if the flight speed is within the second set range and on the forward side of the rotor, the deflection amplitude of the trailing edge flap is M, and the deflection direction is counterclockwise; In the second setting range and when the rotor is on the trailing side, the deflection amplitude of the trailing edge flap is M and the deflection direction is clockwise.
第三参数确定单元，用于若所述飞行速度在第三设定范围内且在旋翼前行侧时，后缘襟翼的偏转幅值为G，偏转方向为逆时针；若所述飞行速度在第三设定范围内且在旋翼后行侧时，后缘襟翼的偏转幅值为G，偏转方向为顺时针，S＜M＜G，其中，S为第一设定偏转幅值，M为第二设定偏转幅值，G为第三设定偏转幅值。The third parameter determination unit is used for if the flight speed is within the third set range and on the forward side of the rotor, the deflection amplitude of the trailing edge flap is G, and the deflection direction is counterclockwise; Within the third set range and on the rear side of the rotor, the deflection amplitude of the trailing edge flap is G, and the deflection direction is clockwise, S<M<G, where S is the first set deflection amplitude, M is the second preset deflection amplitude, and G is the third preset deflection amplitude.
本发明有以下技术效果：The present invention has the following technical effects:
(1)前缘襟翼模块将后缘襟翼的偏转以及直升机前飞速度作为输入量，因此前缘襟翼可以与后缘襟翼共用一套控制系统，无需重新设计。(1) The leading edge flap module takes the deflection of the trailing edge flap and the forward flight speed of the helicopter as input, so the leading edge flap and the trailing edge flap can share a control system without redesign.
(2)在保留后缘襟翼降低旋翼振动能力的基础上，使用前缘襟翼缓解了后缘襟翼振动控制带来的不利结果。(2) On the basis of retaining the ability of the trailing edge flaps to reduce rotor vibration, the use of leading edge flaps alleviates the adverse results brought about by the vibration control of trailing edge flaps.
(3)在不使用前缘襟翼的情况下，桨叶能够恢复到原有的结构，不会由于某些附加结构影响桨叶原有的气动性能。(3) Without the use of leading edge flaps, the blade can be restored to its original structure, and the original aerodynamic performance of the blade will not be affected by some additional structures.
本说明书中各个实施例采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似部分互相参见即可。对于实施例公开的系统而言，由于其与实施例公开的方法相对应，所以描述的比较简单，相关之处参见方法部分说明即可。The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments, and the same and similar parts between the various embodiments can be referred to each other. For the system disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant part can be referred to the description of the method.
本文中应用了具体个例对本发明的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本发明的方法及其核心思想；同时，对于本领域的一般技术人员，依据本发明的思想，在具体实施方式及应用范围上均会有改变之处。综上所述，本说明书内容不应理解为对本发明的限制。The principles and implementations of the present invention are described herein using specific examples. The descriptions of the above embodiments are only used to help understand the method and the core idea of the present invention; meanwhile, for those skilled in the art, according to the present invention There will be changes in the specific implementation and application scope. In conclusion, the contents of this specification should not be construed as limiting the present invention.
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