1、_ SAE Technical Standards Board 5XOHVSURYLGHWKDW7KLVUHSRUWLVSXEOLVKHGE6$(WRDGYDQFHWK HVWDWHRIWHFKQLFDODQGHQJLQHHULQJVFLHQFHV7KHXVHRIW his report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement aULVLQJWKHUHIURPLVWKHVROHUHVSRQVLELO
2、LWRIWKHXVHU SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions. Copyright 2016 SAE International All rights reserved. No part of this publication may be reproduced, store
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4、mail: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/AIR6007 AEROSPACE INFORMATION REPORT AIR6007 Issued 2016-05 In-Flight Thrust Determination for Aircraft with Thrust
5、Vectoring RATIONALE Nozzle thrust vectoring has become a major contributor to military aircraft performance and control. This SAE Aerospace Information Report is intended to provide guidance on the impacts of thrust vectoring on in-flight thrust determination. FOREWORD Thrust Vectoring (TV) is defin
6、ed as the turning of the thrust force vector away from the nominal installed, undeflected thrust axis for the intended purpose of providing additional aircraft capabilities. Some of the additional or expanded capabilities that have been attributed to thrust vectoring are illustrated in Figure 1. Fig
7、ure 1 - Thrust vectoring benefits Because of the increased weight and complexity of thrust vectoring hardware, the additional benefit(s) provided by thrust vectoring are usually required to meet the intended aircraft mission. The added capabilities most often requiring a thrust vectoring capability
8、are vertical take-off and landing (VTOL), short take-off and landing (STOL), and enhanced aircraft control and/or maneuverability. SAE INTERNATIONAL AIR6007 Page 2 of 66 A vertical take-off and landing capability allows aircraft to operate from sites that do not have prepared runways, thus enabling
9、front line logistic and ground attack support, or from sites that are too small for conventional take-off and landing aircraft, such as small naval ships. The first use of thrust vectoring to provide a VTOL capability was probably the development of a practical helicopter. In 1923, the Spanish engin
10、eer Marquis Raul Pateras Pescara designed, built, and flew (in a controlled manner) the first helicopter to utilize cyclic pitch and a tilting rotor mast to vector rotor thrust to impart forward motion (References 1.1 through 1 +HOLFRSWHUVVWLOOXWLOLHFFOLFFRQWUROWRWLOWRUYHFWRUURWRUWKUXVWWRLPSDUWlongi
11、tudinal and roll motions. The history of thrust vectoring utilization to provide a VTOL capability for fixed wing aircraft is shown in Figure 2 (References 1.1 through 1.3, 1.5, and 1.6). It should be noted that this figure and the following two figures are not all-inclusive and that the dates are a
12、pproximate. As indicated on Figure 2, a VTOL capability can be provided by (1) rotating the thrust axis by either rotating the entire airplane (with the engine) or rotating the engine alone, (2) installing specifically designed lift engines, fans, or thrust-augmenting ejectors having a nominally ver
13、tical thrust axis, or (3) deflecting the engine slipstream or exhaust about 90-degrees. Note that the tilt rotor is shown as a separate line of development even though, except for the XV-3 which tilted only the rotor and not the engine, it is just a special case of rotating or tilting the engine. So
14、me of the VTOL thrust vectoring lines of development, such as body pointing, tilt engine (other than the tilt rotor) and deflected slipstream have not been applied to production aircraft. Others, such as the tilt rotor, lift engine/fan and vectored exhaust lines of develoment have resulted in curren
15、t operational aircraft (V-22, Yak-41M, F-35, and AV-8A/AV-8B). SAE INTERNATIONAL AIR6007 Page 3 of 66 Rotated Thrust Axis1970 1980 1990 2000Body PointingLift EngineXFY-119601950Fixed Vertical Thrust AxisDeflected (90) Slipstream/ExhaustX-13XV-3XV-15 V-22 BA 609VJ-101CL-84Tilt RotorTilt EngineXV-4 DO
16、-31Yak-41MF-35XV-5BVZ-3RYX-14P.1127Lift FanDeflected SlipstreamYak-36AV-8BDeflected ExhaustVZ-2X-19Figure 2 Thrust vectoring applications for VTOL SAE INTERNATIONAL AIR6007 Page 4 of 66 A short take-off and landing (STOL) capability allows aircraft to operate from short airfields or from runways tha
17、t have been shortened by bomb damage while carrying more payload than a comparable VTOL aircraft. This benefit has caused some VTOL aircraft, such as the AV-8B, to operate in a short take-off, vertical landing (STOVL) mode during most aircraft operations. The historical development of thrust vectori
18、ng technologies for STOL aircraft applications is shown in Figure 3 (References 1.1 through 1.3 and 1.6 through 1.8). Externally-blown-flap (including boundary layer control such as blown flaps) and upper-surface-blowing vectored thrust technology development resulted in operational aircraft, such a
19、s the C-17 and An-72, that are still in service today while the augmentor flap/wing technology has not been applied to production aircraft. Although no operational fighter aircraft have been developed specifically for the STOL mission by utilizing small nozzle thrust vector angles, utilization of no
20、zzle thrust vectoring for other benefits such as aircraft control or maneuverability has been applied and will result in some fall-out STOL capability. Some of the potential STOL benefits attributed to nozzle thrust vectoring in the literature are a 25% reduction in take-off roll by allowing early t
21、ake-off rotation, a 40% reduction in approach speed (Reference 1.9), 14 to 50% reduction in landing roll (References 1.8 and 1.10 through 1.13); taken together, these benefits can result in a reduced runway length requirement of about 33% (References 1.9 and 1.14). Externally Blown Flap (EFB)1970 19
22、80 1990 200019601950Upper Surface Blowing (USB)Nozzle Thrust Vectoring (30)YC-134AAugmentor Flap/WingBreguet 941NC-130BModified OV-10AYC-15C-17YC-14An-72QSRABell-Bartoe JetwingModified C-8AF-15 S/MTDSu-30MKIX-31F-15 ACTIVEF-15 IFCSFigure 3 Thrust vectoring applications for STOL SAE INTERNATIONAL AIR
23、6007 Page 5 of 66 Use of thrust vectoring, especially utilizing small vector angles for control or improved maneuverability, is not a particularly new technology. The German V-2 rocket, which entered service in 1944, used movable vanes in the rocket exhaust to vector the thrust for vehicle control.
24、In the United States, the X-13 airplane utilized thrust vectoring in 1950 for control during VTOL hover. However, it has been only during the last few decades that the benefits of utilizing thrust vectoring for airplane control and/or enhanced maneuverability has been fully understood (Reference 1.7
25、). Thrust vectoring technology has been shown to increase aircraft maximum lift by up to 33% (References 1.9 and 1.15), increase aircraft pitch rate over 100% (Reference 1.13), increase aircraft turn rate from 4 to 33% (References 1.8 and 1.9) and significantly increase specific excess power, Ps (Re
26、ference 1.8). These improved performance parameters result in a significant increase in the low speed combat envelope as shown in Figure 1 (References 1.16 and 1.17) and ultimately result in as much as a 10 to 1 kill ratio over adversaries without thrust vectoring technology (Reference 1.18). In add
27、ition to the benefits normally associated with increased maneuverability, thrust vectoring technology has also demonstrated the ability to reduce trim drag (References 1.9, 1.16, and 1.19). Finally, eliminating or reducing tail surfaces by utilizing thrust vectoring for aircraft control (Reference 1
28、.17) can reduce aircraft drag, radar signature, and TOGW. Figure 4 presents the history of thrust vectoring development aimed at providing control during STOL/VTOL operations (primary mission requirement) or aimed at enhanced PDQHXYHUDELOLWGXULQJXSDQGDZDIOLJKW$OORIWKH79DLUFUDIWDSS OLFDWLRQVDLPHGDWSU
29、RYLGLQJFRQWUROGXULQJ672/972/ operatLRQVZRXOGKDYHDIDOO -RXWEHQHILWRIHQKDQFHGFRQWUROPDQHXYHUDELOLWGXULQJXSDQGDZDIOLJKW$ VPHQWLRQHGpreviously, the X-13 vehicle utilized thrust vectoring for pitch and yaw control during VTOL hover; no literature can be found that would indicate that the TV capability wa
30、s ever used for enhanced control/maneuverability during conventional flight mode although it is now known that it could. For example, although the thrust vectoring hardware on the P.1127 (and sucessor) aircraft was developed solely to provide a VTOL capability, an extensive flight test program was c
31、onducted on the AV-8A Harrier aircraft to determine the benefits of thrust Vectoring In Forward Flight (VIFF) program. On the other hand, aircraft that have thrust vectoring hardware added primarily to enhance maneuverability and/or control will have some IDOO -RXW672/EHQHILWV . It should be noted t
32、hat the F-15 S/MTD (STOL and Maneuver Technology Demonstator) vehicle shown in both Figures 3 and 4 had program requirements to demonstrate TV benefits on both STOL and maneuverabilty performance. SAE INTERNATIONAL AIR6007 Page 6 of 66 PRIMARY CAPABILITYSTOL/VTOL with Maneuverability/ Control Fall-O
33、utManeuverability/ Control with STOL Fall-OutOther Capability Resulting in Unintentional TVPre 1980 1980 1990 20004-PosterBody PointingLift + Lift/CruiseX-13 (1950)P.1127 (1960)AV-8BYak-41MX-32 F-35Single Axis TVX-36F-22F-14F-15 S/MTD PitchYawMultiaxis TVF-18 HARVSu-30MKIX-31F-16 VISTA/MATVF-15 ACTI
34、VE F-15 IFCSB-2 YF-23Figure 4 Thrust vectoring applications for control/maneuverability Intentional use of thrust vectoring is becoming widely used for performance enhancement and/or aircraft control, especially for military aircraft. However, there is a class of vehicles (shown at bottom of Figure
35、4) where an asymmetric (or shelf) nozzle is utilized to provide an integration benefit but results in an unintentional and varying thrust vector angle. This variable unintentional thrust vector angle occurs because of a varying pressure distribution on an unopposed nozzle or airframe surface (shelf)
36、 as nozzle pressure ratio changes with flight Mach number. SAE INTERNATIONAL AIR6007 Page 7 of 66 TABLE OF CONTENTS 1. SCOPE 10 2. REFERENCES AND NOMENCLATURE 10 2.1 SAE Publications . 10 2.2 Applicable References 10 2.3 Nomenclature 15 3. THRUST VECTORING CONCEPTUAL DESIGNS AND DEMONSTRATED CONFIGU
37、RATIONS 21 3.1 Mechanical Thrust Vectoring 21 3.1.1 Rotating Nozzles . 22 3.1.2 Fully Actuated Divergent Flaps . 23 3.1.3 SERN Divergent Flaps 29 3.1.4 Convergent Nozzle with Rotating Flaps 30 3.1.5 Mechanically Skewed Throat 31 3.1.6 Post Exit Vanes . 33 3.1.7 Flap Deflectors 35 3.1.8 Translating S
38、idewall 37 3.1.9 Pop-up Deflector Flap . 38 3.2 Forced Injection Fluidic Thrust Vectoring 39 3.2.1 Fluidic Shock Vector Control . 39 3.2.2 Fluidic Throat Shifting . 40 3.2.3 Recessed Cavity Nozzle . 41 3.2.4 Counterflow . 42 4. THEORY . 43 4.1 Three Axis Aircraft Coordinate Systems . 44 4.1.1 Genera
39、l Body Axes Systems 44 4.1.2 Preferred Axis System 45 4.1.3 Stability Axis System . 45 4.1.4 General Wind Axis System . 46 4.1.5 Transformation between Axes Systems with a Common Origin. 47 4.2 Force and Moment Accounting for Thrust Vectoring 48 4.2.1 General Analysis for Forces and Moments on a Bod
40、y . 48 4.2.2 Analysis for Forces and Moments on a Body Consistent with the Standard Definition of Net Thrust 49 4.2.3 Airframe and Propulsion System Forces and Moments . 49 4.2.4 Components of the Forces and Moments . 51 4.2.5 Relationship to Conventional Aerodynamic Sign Conventions . 51 4.3 Ideal
41、Thrust and Normalized Groups 52 4.3.1 Gross Thrust Components 52 4.4 Nozzle Coefficients . 54 4.5 Vectoring Considerations 54 5. PROPULSION SYSTEM INSTALLATIONS 54 5.1 Thrust Vectoring Installations 55 5.2 Non-Conventional Configurations . 55 5.3 Additional Considerations . 55 SAE INTERNATIONAL AIR6
42、007 Page 8 of 66 6. IN-FLIGHT THRUST METHODS 55 6.1 Overall Performance Method 56 6.1.1 Flow Characterization . 56 6.1.2 Thrust Characterization . 56 6.2 Gas-Path/Nozzle Methods 57 6.2.1 Mass Flow Determination 57 6.2.2 Nozzle Thrust Determination 58 6.2.3 External Flow Effects 58 6.2.4 Residual Err
43、or Procedure (RERR) 59 6.3 Computer Model/Data Match Procedures. 59 6.4 Integration of Nozzle Exit Gas Properties . 60 6.5 Trunnion Method . 60 7. CALIBRATION TECHNIQUES . 60 7.1 Inlet Characterization 61 7.2 Scale-Model Nozzle Characterization . 61 7.2.1 Isolated Nozzle Performance Characterization
44、 61 7.2.2 Model Test Program Planning 62 7.2.3 Test Procedure and Data Reduction . 62 7.3 Scale-Model Afterbody Testing . 62 7.3.1 Afterbody Performance Characterization 62 7.3.2 Model Test Program Planning 63 7.3.3 Testing and Data Reduction . 63 7.4 Engine Ground Testing . 63 7.5 Turbo-powered Sim
45、ulators 64 7.6 Computational Fluid Dynamics (CFD) 64 7.6.1 Inlet Characterization 65 7.6.2 Nozzle Characterization 65 7.6.3 Afterbody Testing 65 8. ADDITIONAL CONSIDERATIONS . 65 8.1 Test Data Acquisition Systems . 65 8.2 Analysis and Validation of Thrust Determination 66 8.3 Accuracy Requirements 6
46、6 9. NOTES 66 9.1 Revision Indicator 66 FIGURE 1 THRUST VECTORING BENEFITS 1 FIGURE 2 THRUST VECTORING APPLICATIONS FOR VTOL . 3 FIGURE 3 THRUST VECTORING APPLICATIONS FOR STOL . 4 FIGURE 4 THRUST VECTORING APPLICATIONS FOR CONTROL/MANEUVERABILITY . 6 FIGURE 5 GIMBALED WEDGE NOZZLE, PITCH THRUST VEC
47、TORING. 22 FIGURE 6 SPHERICAL CONVERGENT FLAP NOZZLE, YAW THRUST VECTORING . 22 FIGURE 7 THREE BEARING SWIVEL NOZZLE ON THE X-35 . 23 FIGURE 8 AXISYMMETRIC PITCH AND YAW MECHANICAL THRUST VECTORING NOZZLE . 25 FIGURE 9 2DCD MECHANICAL THRUST VECTORING NOZZLE 26 FIGURE 10 EARLY NASA SKETCH OF THE F-15 S/MTD . 26 FIGURE 11 THE F-16 MATV 27 FIGURE 12 THE F-15 ACTIVE . 27 FI
