Most modern aircraft employ discrete ailerons for roll control. The induced drag, rolling moment, and yawing moment for an aircraft depend in part on the location and size of the ailerons. In the present study, lifting-line theory is used to formulate theoretical relationships between aileron design and the resulting forces and moments. The theory predicts that the optimum aileron geometry is independent of prescribed lift and rolling moment. A numerical potential flow algorithm is used to evaluate the optimum size and location of ailerons for a wide range of planforms with varying aspect ratio and taper ratio. Results show that the optimum aileron design to minimise induced drag always extends to the wing tip. Impacts to induced drag and yawing moment are also considered, and results can be used to inform initial design and placement of ailerons on future aircraft. Results of this optimisation study are also compared to theoretical optimum results that could be obtained from morphing-wing technology. Results of this comparison can be used to evaluate the potential benefits of using morphing-wing technology rather than traditional discrete ailerons.

中文翻译：

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副翼尺寸和位置以在零滚动速率下滚动力矩生产期间最小化诱导阻力

大多数现代飞机采用离散副翼进行侧倾控制。飞机的诱导阻力、滚动力矩和偏航力矩部分取决于副翼的位置和大小。在本研究中，升力线理论用于制定副翼设计与合力和力矩之间的理论关系。该理论预测最佳副翼几何形状与规定的升力和横滚力矩无关。数值势流算法用于评估具有不同纵横比和锥度比的各种平面形状的最佳副翼尺寸和位置。结果表明，最小化诱导阻力的最佳副翼设计总是延伸到翼尖。还考虑了对诱导阻力和偏航力矩的影响，结果可用于为未来飞机上副翼的初始设计和放置提供信息。该优化研究的结果也与变形翼技术可获得的理论最佳结果进行了比较。这种比较的结果可以用来评估使用变形翼技术而不是传统的离散副翼的潜在好处。