Weissman Chart Analysis of Tailless Lifting Body by Flight Dynamics Simulation
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摘要: 针对无尾升力式飞行器横航向气动耦合严重的问题，开展了Weissman判据在此类飞行器稳定性设计中的应用研究.采用调整布局的方法获得飞行器布局集，采用基于Newton理论的工程方法获得对应的气动数据集.运用飞行动力学仿真手段分析了飞行器在无控和副翼控制时的横航向飞行稳定性.结合仿真结果和Weissman判据分区规则获得飞行器Weissman判据图.研究表明，无尾升力式飞行器的关键设计点气动稳定性位于Weissman判据图的B区.文章的方法可用于再入机动飞行器的耦合稳定性设计.Abstract: Lateral and directional aero-coupling effects of tailless lifting body are always strong. Weissman chart criteria were applied to analyze the lateral and directional stability of this vehicle. In order to construct a group of aerodynamic data, a serial of configurations were developed based on a general shape. Then a 6-DOF flight dynamics simulation technology was applied to research each configuration's lateral and directional stability at 1-g wings level trimmed flight condition, with and without aileron control. According to simulation results and Weissman regime-identification method, the Weissman charts for all configurations were obtained. As a conclusion, the lateral and directional stabilities of the vehicle are almost located in regime B of Weissman chart. This method could be used to design lateral and directional aero-coupling stability of maneuverable reentry vehicles.
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图 8 增上反角布局无控条件的姿态角(2-1, α=10°)
Figure 8. Attitude angle of dihedral-angle-increased vehicle in uncontrolled simulation(2-1, α=10°)
图 9 增后掠角布局无控条件的姿态角(1-1, α=10°)
Figure 9. Attitude angle of sweep-angle-increased-vehicle in uncontrolled simulation (1-1, α=10°)
图 10 增后掠布局开环滚控条件的姿态角(1-1, α=5°)
Figure 10. Attitude angle of sweep-angle-increased vehicle in aileron-controlled simulation (1-1, α=5°)
图 11 增上反角布局开环滚控条件的姿态角(2-1, α=5°)
Figure 11. Attitude angle of dihedral-angle-increased vehicle in aileron-controlled simulation (2-1, α=5°)
表 1 Weissman判据图分区飞行现象
Table 1. Phenomenon of each region in Weissman chart
region without control with aileron control spin susceptibility angle of attack divergence lateral and directional divergence angle of attack divergence roll reversal A × × × × none B × × √ √ steep spin, -50°≤θ≤-20° C × √ √ √ steep to flap spin, -25°≤θ≤-10° D √ √ √ √ flap spin, θ>-20° 
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表 2 布局汇总表
Table 2. Difference between reformed vehicles
No. shape comparison with base shape 0-0 base shape — 1-1 shape with sweep angle increased Φ：78° 1-2 shape with sweep angle decreased Φ：62° 2-1 shape with dihedral angle increased ΔZ：0.08 m 2-2 shape with dihedral angle decreased ΔZ：-0.08 m 3-1 shape with height of aircraft increased H：0.714 m 3-2 shape with height of aircraft decreased H：0.514 m 4-1 shape with cutting length of body side increased xside：1.1 m 4-2 shape with cutting length of body side decreased xside：0.7 m 5-1 shape with distance between two flaps increased ΔY：0.278 m 5-2 shape with distance between two flaps decreased ΔY：0.078 m 6-1 shape with flap shortened L：0.345 m 6-2 shape with flap lengthened L：0.522 m
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