Aerodynamic wheel (options)

 

(57) Abstract:

The invention relates to the field of rocketry. Aerodynamic wheel consists of a wing and rotary wing flap axis is located along the rear edge of the wing. In the first embodiment the flap is made in the form of a space frame with two opposite plates which are located on two sides relative to the plane of symmetry of the wing profile and installed with a gap relative to its surface. The other two plates form the side posts connected with the axis of the flap. According to the second variant, the flap is made in the form of a hollow cylinder with a through axial longitudinal groove. The axis of the cylinder is located in the symmetry plane of the wing profile along the axis of the flap associated with the ends of the cylinder. The width of the groove is made larger maximum thickness of the wing profile. By the third variant, the flap is made in the form of a truncated with poles parallel planes of a hollow sphere mounted on an axis passing through its poles parallel to the planes of the sections. The diameter of the inner circumference of the leading edge of the flap is greater than the maximum thickness of the wing profile. The invention improves the efficiency of the administration of shells and rockets at decrease and the structure and can be used as aerodynamic rudders controlled projectile (CA) or missiles, ensure the controllability and stability of the trajectory.

Currently as aerodynamic rudders US and missiles are widely used rotary handlebars different forms in terms of /1/, ensure controllability and steady movement CONDITION at low subsonic and at high supersonic speeds.

The expansion of the field of tactical tasks and improving the effectiveness of US and missiles determines the steady increase in the power of their combat units and the improvement of the management system, which involves the tendency to increase the weight and size of the US and, as a consequence, the need to increase the required control effort generated by the aerodynamic control surfaces.

As created by turning the steering wheel aerodynamic efforts increased in proportion to the square of the speed of flight, before developers particularly acute problem of controllability CONDITION and missiles in the subsonic range of flight speeds, where control efforts aerodynamic rudders minimum. Therefore, the required control effort at low flight speeds determine the required area and the steering angle. Thus the deflection angle of the rul is Kai efficiency rotary rudder sharply reduced), and a chord and scale steering chosen, taking into account structural and dimensional constraints (e.g., caliber and length of the compartment management SERVICES for rudders, folding in the case of the US, the caliber and the diameter of the launch container missiles for non-foldable rudders).

Thus, the problem of increasing control efforts MOUSTACHE and missiles with aerodynamic rudders can be resolved by increasing the area of the rudder, which leads to an increase of the current on them aerodynamic hinge moment and, consequently, to increase the load on the steering actuator, the power increase which causes an increase in its size and, consequently, deterioration of the overall mass MOUSTACHE and missiles.

During the time of origin of the aircraft in the aircraft design was applied to the wheel, consisting of a wing and rotary flap with the axis located along the rear edge of the wing /2/, which is the closest to the claimed device in essential characteristics (prototype). This wheel in various designs are widely used in the US and missiles /3/. At subsonic flight speeds with deflection of the flap associated with the emergence of not only lifting (management) power on the region, n is Rilke. Therefore, these aerodynamic control surfaces are very effective even in a relatively small area. At supersonic speeds the opposite effect of the flap on the fixed surface is missing and the control effort increases with the increase in velocity head, is created only by a flap that is advantageous from the viewpoint of the stability CONDITION and missiles.

However, the task of increasing aerodynamic control efforts in steering wheel due to the increase in the area (chord or scale) and the deflection angle of the flap not always feasible: due to the cantilever arrangement of the flap axis of rotation substantially increases the aerodynamic hinge moment on the flap, i.e., increases the load on the steering linkage. This, as in the case of aerodynamic steering, entails the increase of power, and consequently, the dimensions of the steering actuator, which degrades overall mass characteristics MOUSTACHE and missiles.

The present invention (and its variants) is the efficiency of the aerodynamic control US and missiles while reducing the aerodynamic load on the steering linkage.

All variants of the claimed aeroecology along the rear edge of the wing, and differ from the prototype and between the execution of the flap.

The first variant of the inventive aerodynamic steering differs in that the flap is made in the form of a space frame. Two opposite plates of the frame are located on two sides relative to the plane of symmetry of the wing profile and installed with clearances relative to its surfaces, and the other two form the side posts connected with the axis of the flap. The front edges of the plates set at the rear edge of the wing.

The second variant of the inventive aerodynamic steering differs in that the flap is made in the form of a hollow cylinder with a through axial longitudinal groove. The axis of the cylinder is located in the symmetry plane of the wing profile along the axis of the flap associated with the ends of the cylinder. The width of the groove is made larger maximum thickness of the wing profile. This coincides with the generatrix of the cylinder edges of the groove are located on the side of the wing at the level of its rear edge.

The third variant of the inventive aerodynamic steering differs in that the flap is made in the form of a truncated with poles parallel planes of a hollow sphere mounted on an axis passing through its poles parallel to the plane is d and is at the level of the rear edge of the wing, and the diameter of the inner circumference of the leading edge of the flap is greater than the maximum thickness of the wing profile.

In Fig. 1, 2, 3 presents the design of the first version of this model steering mounted on the case CONDITION. Thus in Fig.1 shows a view from the rear edge of the flap (bottom CONDITION), and Fig.2 - section a-a along the chord of the aerodynamic steering, and Fig.3 is a view of the aerodynamic steering in the plan.

In Fig. 4, 5, 6 presents the design of the second version aerodynamic steering with species and cut, similar to those shown respectively in Fig.1, 2, 3.

The same species and cut me explain the design of the third variant aerodynamic steering Fig.4, 5, 6, respectively.

In the first version of this model on the steering housing 1 US fixed fixed wing 2, along the rear edge of which the axis is set flaps 3 made in the form of a space frame. Bilateral wrap plates (bearing surfaces) of the flap 3 is provided by the presence of gaps between the plates and the surfaces of the wing 2. Side plates of the frame form a rack, with which is connected the axis of the flap 3. Control lifting force created during rotation of the flap 3 relative to the wing 2 is made of local recesses (as a variant of the construction execution, the formation of local cut-outs (gases) and on the rear edge of the wing 2).

The table shows the aerodynamic characteristics of the inventive aerodynamic steering (first option), obtained from testing the model CONDITION in the wind tunnel. Adopted in the table legend: M - Mach number; Cy- the lift coefficient; mW- coefficient of hinge moment;Cthe deflection angle of the flap; - the angle of attack of the model.

The tested model was mounted on the cylindrical housing of a rectangular wing with a symmetrical profile, thickness=12% and the location of maximum thickness xwith= 31%. Wing span =3. The flap is made in the form of a space frame with a relative chord b3=0,2, located along the entire wing span. The axis of rotation of the flap was located at a distance from the leading edge equal to 26% of its chord.

Calculation of the lift coefficient Cyfor a known steering with the flap will hold the dependencies given in /3/, where for a rectangular steering elongation = 5 at an angle of attack =0orelative to the chord of the flap b3=0,2, located across the span of the rudder, have Cy=1,75. For steering extension =3 in accordance with /4/ define Cy= 1,75 0,78=1,37.

Wellno get Cy=1,371,1=1,51.

For estimation of the coefficient of hinge moment known steering with a flap using the experimental data given in /6/, where flap with axial compensation SOK=0.26 and profile toe strap, circle, when the angle deviationC= 9ofind: mW=0,0175 when M=0,3; mW=0,0190 when M=0,7; mW=0,0320 when M= 0,8. Extrapolation based mW= f(M)C=9odefined: mW= 0,0183 when M=0,5.

Comparing the results obtained for the known steering with flap, with the results of experimental studies of the inventive aerodynamic steering, are that the lift coefficient of the inventive aerodynamic steering ~ 1.5 times larger, and the coefficient of hinge moment is smaller by more than an order.

In addition, the results of aerodynamic testing models of the US claimed aerodynamic control surfaces showed that the maximum value of the control lifting force for all three variants is achieved by performing the forward edge of the flap 3 at the level of the rear edge of the fixed wing 2. The gap between these edges leads to a reduction of interference (interference) wing 2 and flap 3, and the placement of the front "ptx2">

In the second embodiment, aerodynamic steering control lifting force is created by the angular deflection of the flap 3, made in the form opened by a longitudinal groove of the hollow cylinder that provides a flow of air flow of its internal surfaces. The combination of the axis of rotation of the flap 3 with the axis of the cylinder provides a near zero coefficient of hinge moment, as the resultant of all the aerodynamic forces distributed on the streamlined surfaces of the flaps, in this case applied to its axis. The location of the axis of rotation of the flap 3 in the plane of symmetry of the wing profile ensures the equality of the values of governors of the aerodynamic forces generated by the deflection of the flap 3 in different directions at the same angle. Execution of the groove width, the greater the maximum thickness of the wing profile, contributes to the flow of load-bearing surfaces of the flap 3 is less disturbed flow. As in the first embodiment of the device, to ensure rotation of the flap 3 on the ends of the cylinder in the area of possible contact with the rear edge of the wing 2 is made of local excavation.

However, compared with the first second option aerodynamic steering has a greater dimension in the plane of perpendi is, is eating the distance between the carrier plans biplanes spatial frame aerodynamic steering the first option), because when a large concavity smooth cylindrical surfaces of the flap (small bore) is the disruption of the flow, which reduces the control of the lifting force of the steering wheel.

In the third variant of the device, where the flap 3 is made in the form of dissected from two opposite sides of a hollow sphere, the ratio of hinge moment is also close to zero, as the resultant of all the aerodynamic forces distributed on sleek surfaces of flaps attached to the center of the ball. To ensure rotation of the flap 3 at its forward edge in the area of possible contact with the rear edge of the wing 2 is made of local excavation.

But to ensure the effective management of this aerodynamic handlebars (to prevent disruption of the flow, as in the second embodiment) is required ball with great overall size (diameter).

Based on these size limitations, the applicability of each option aerodynamic steering can be defined as follows:

the first option aerodynamic steering is advisable to apply in the US, where required, it refers to aamah missiles, which when folded aerodynamic rudders valid place in the body only fixed wing 2, and the flap 3 is folded forward on the 90oposition possible to place between the body of the rocket and the wall of the container (for example, missiles, body control module which has a smaller diameter);

a third option aerodynamic steering is designed for missiles with non-foldable rudders.

Thus, the application of the considered aerodynamic rudders provides a solution to the task and for each option is determined by the dimensional constraints and design requirements for specific development MUSTACHE or guided missile.

SOURCES OF INFORMATION

1. N. F. Krasnov, B. N. Koshevoy. Control and stabilization in aerodynamics. M.: Higher school, S. 75, 76 (Fig. 1.9.1).

2. B. N. Yuriev. Experimental aerodynamics. Barongis, 1939, S. 194-197 (Fig.160, 161, 164).

3. N. F. Krasnov, B. N. Koshevoy. Control and stabilization in aerodynamics. M. : Higher school, S. 1.9.3. (Fig. 1.9.3.), S. 83 (Fig. 1.9.10), S. 108 (Fig. 1.127).

4. A guide for designers of aircraft and cruise missiles. Volume 1, issue 5, publication Bureau of scientific information TSAGI, hadtwo for designers of aircraft and cruise missiles. Volume 1, issue 14, the publishing Department of TSAGI, 1968, S. 45 (Fig.15.1).

1. Aerodynamic wheel, consisting of a wing and rotary wing flap axis is located along the rear edge of the wing, wherein the flap is made in the form of a space frame with two opposite plates which are located on two sides relative to the plane of symmetry of the wing profile and installed with a clearance relative to its surfaces, and the other two form the side posts connected with the axis of the flap.

2. Aerodynamic wheel, consisting of a wing and rotary wing flap axis is located along the rear edge of the wing, wherein the flap is made in the form of a hollow cylinder with a through axial longitudinal groove, the axis of the cylinder is located in the symmetry plane of the wing profile along the axis of the flap associated with the ends of the cylinder, and the width of the groove is greater than the maximum thickness of the wing profile.

3. Aerodynamic wheel, consisting of a wing and rotary wing flap axis is located along the rear edge of the wing, wherein the flap is made in the form of a truncated with poles parallel planes of a hollow sphere mounted on an axis passing through its pole pairs is through the thickness of the wing profile.

 

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