CN108681616B - Method and device for selecting installation point of antenna outside airplane cabin and intelligent terminal - Google Patents
Method and device for selecting installation point of antenna outside airplane cabin and intelligent terminal Download PDFInfo
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- CN108681616B CN108681616B CN201810264732.XA CN201810264732A CN108681616B CN 108681616 B CN108681616 B CN 108681616B CN 201810264732 A CN201810264732 A CN 201810264732A CN 108681616 B CN108681616 B CN 108681616B
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Abstract
The invention discloses a method and a device for selecting an installation point of an antenna outside an airplane cabin and an intelligent terminal, wherein the method comprises the following steps: modeling a part where a target sensitive cabin of the airplane is located to obtain a local model; carrying out simulation analysis on cross polarization errors and body material errors by using a local model, and judging whether the airplane is suitable for a linear system reciprocity principle; when the airplane is judged to be suitable for the linear system reciprocity principle, further modeling the whole airplane body of the airplane to obtain a whole airplane model; and arranging the excitation source in a target sensitive cabin in the full aircraft model to perform electromagnetic field simulation, finding the position with the lowest electromagnetic field value outside the aircraft body, and selecting the position as an aircraft extravehicular antenna mounting point. The method does not need to test all possible mounting points of the external antenna of the airplane, saves the CPU computing resource and computing time of the supercomputer, and reduces the economic cost and the labor cost; the implementation method is simple and easy to implement and strong in operability.
Description
Technical Field
The invention relates to the field of computer simulation, in particular to a method and a device for selecting an installation point of an aircraft extravehicular antenna and an intelligent terminal.
Background
For large aircraft platforms, it is often necessary to install a large number of communication, navigation, and surveillance radios, which are mainly centrally installed in the electronic equipment cabin, the cockpit, which is defined as the sensitive cabin. When radio equipment is additionally installed on an airplane, an important work is to ensure that electromagnetic interference radiated by an antenna of the additionally installed equipment does not have any influence on the normal work of the original radio equipment, so that the minimum interference of the electromagnetic interference radiated by the antenna of the additionally installed equipment on a sensitive cabin is an important basis for determining the optimal installation point of the antenna of the additionally installed equipment.
The method is generally adopted to solve the problems that the installation points of the additional equipment antenna are continuously adjusted in the simulation stage, excitation sources are arranged at all possible installation points of the antenna, the radiation intensity of the sensitive cabin is obtained through a large number of forward simulations, and the obtained radiation intensity is compared to judge which installation point the antenna is at, so that the radiation interference to the sensitive cabin is minimum. This approach is very costly and requires simulation of all possible installation points, especially for large-scale models such as aircraft, where one simulation consumes a large amount of supercomputer CPU computational resources and computation time.
Disclosure of Invention
The invention provides a method and a device for selecting an installation point of an antenna outside an airplane cabin and an intelligent terminal, which aim to solve or partially solve the problems.
According to one aspect of the invention, a method for selecting an aircraft outboard antenna mounting point is provided, the method comprising:
modeling a part where a target sensitive cabin of the airplane is located to obtain a local model;
performing simulation analysis on cross polarization errors and body material errors by using the local model, and judging whether the airplane is suitable for a linear system reciprocity principle;
when the airplane is judged to be suitable for the linear system reciprocity principle, further modeling the whole airplane body of the airplane to obtain a whole airplane model;
and arranging an excitation source in the target sensitive cabin in the whole aircraft model to perform electromagnetic field simulation, finding out the position with the lowest electromagnetic field value outside the aircraft body, and selecting the position as the mounting point of the antenna outside the aircraft cabin.
Optionally, the performing, by using the local model, simulation analysis on a cross polarization error and an airframe material error, and determining whether the aircraft is applicable to a linear system reciprocity principle includes:
judging whether the cross polarization of the aircraft configuration on electromagnetic waves influences the linearity of an electromagnetic field system where the aircraft is located or not and judging whether organism materials of the aircraft influence the linearity of the electromagnetic field system where the aircraft is located or not by utilizing the local model;
and when the cross polarization of the aircraft configuration on electromagnetic waves does not influence the linearity of an electromagnetic field system where the aircraft is located and the organism material does not influence the linearity of the electromagnetic field system where the aircraft is located, judging that the aircraft is suitable for the linear system reciprocity principle.
Optionally, the determining whether the cross polarization of the aircraft configuration on the electromagnetic waves affects the linearity of an electromagnetic field system where the aircraft is located includes:
correspondingly arranging an excitation source and a response recorder inside and outside the local model, carrying out first simulation to obtain a first time domain response signal, interchanging the positions of the excitation source and the response recorder, and carrying out second simulation to obtain a second time domain response signal;
and acquiring a cross polarization error according to the first time domain response signal and the second time domain response signal, and if the cross polarization error is not greater than a preset first error threshold, judging that the cross polarization of the aircraft configuration on the electromagnetic waves does not affect the linearity of an electromagnetic field system where the aircraft is located.
Optionally, the determining whether the airframe material of the aircraft affects the linearity of an electromagnetic field system in which the aircraft is located includes:
replacing an ideal material of the local model with a lossy material, correspondingly arranging an excitation source and a response recorder inside and outside the local model, performing third simulation to obtain a third time domain response signal, interchanging the positions of the excitation source and the response recorder, and performing fourth simulation to obtain a fourth time domain response signal;
and acquiring an organism material error according to the third time domain response signal and the fourth time domain response signal, and if the organism material error is not greater than a preset second error threshold value, judging that the organism material of the airplane does not influence the linearity of an electromagnetic field system where the airplane is located.
According to another aspect of the present invention, there is provided another apparatus for selecting an aircraft outboard antenna mounting point, the apparatus comprising:
the local model establishing unit is used for establishing a model of the part of the target sensitive cabin of the airplane to obtain a local model;
the cross-anisotropy judging unit is used for carrying out simulation analysis on cross polarization errors and organism material errors by utilizing the local model and judging whether the airplane is suitable for a linear system cross-anisotropy principle or not;
the whole-airplane model establishing unit is used for further modeling the whole airplane body of the airplane to obtain a whole-airplane model when the airplane is judged to be suitable for the linear system reciprocity principle;
and the mounting point determining unit is used for arranging the excitation source in the sensitive cabin in the full aircraft model to perform electromagnetic field simulation, finding the position with the lowest electromagnetic field value outside the aircraft body, and selecting the position as the mounting point of the antenna outside the aircraft cabin.
Optionally, the dissimilarity determining unit includes:
the first judgment unit is used for carrying out simulation analysis on cross polarization errors by using the local model and judging whether the cross polarization of the aircraft configuration on electromagnetic waves influences the linearity of an electromagnetic field system where the aircraft is located;
the second judging unit is used for carrying out simulation analysis on the organism material errors by using the local model and judging whether the organism material of the airplane influences the linearity of an electromagnetic field system where the airplane is located;
and the linearity determining unit is used for judging that the airplane is suitable for the linear system reciprocity principle when the cross polarization of the airplane configuration on the electromagnetic waves does not influence the linearity of an electromagnetic field system where the airplane is located and the organism material does not influence the linearity of the electromagnetic field system where the airplane is located.
Optionally, the first determining unit is specifically configured to:
correspondingly arranging an excitation source and a response recorder inside and outside the local model, carrying out first simulation to obtain a first time domain response signal, exchanging the positions of the excitation source and the response recorder, and carrying out second simulation to obtain a second time domain response signal;
and acquiring a cross polarization error according to the first time domain response signal and the second time domain response signal, and if the cross polarization error is not greater than a preset first error threshold, judging that the cross polarization of the aircraft configuration on the electromagnetic waves does not affect the linearity of an electromagnetic field system where the aircraft is located.
Optionally, the second determining unit is specifically configured to:
replacing an ideal material of the local model with a lossy material, correspondingly arranging an excitation source and a response recorder inside and outside the local model, performing third simulation to obtain a third time domain response signal, interchanging the positions of the excitation source and the response recorder, and performing fourth simulation to obtain a fourth time domain response signal;
and acquiring an organism material error according to the third time domain response signal and the fourth time domain response signal, and if the organism material error is not greater than a preset second error threshold value, judging that the organism material of the airplane does not influence the linearity of an electromagnetic field system where the airplane is located.
According to a further aspect of the present invention, an apparatus for selecting an aircraft outboard antenna mounting point is provided, the apparatus includes a memory and a processor, the memory and the processor are communicatively connected through an internal bus, the memory stores a computer program executable by the processor, and the computer program, when executed by the processor, can implement the above method for selecting an aircraft outboard antenna mounting point.
According to another aspect of the invention, an intelligent terminal is provided, and the intelligent terminal comprises the device for selecting the installation point of the aircraft extravehicular antenna.
The embodiment of the invention has the beneficial effects that: according to the scheme for selecting the installation point of the antenna outside the airplane cabin, only local modeling is needed to be carried out on a target sensitive cabin which a user wants to test, whether the airplane is suitable for the linear system mutual-difference principle is judged after bidirectional simulation, if yes, full-airplane modeling is carried out, an excitation source is arranged in the target cabin for simulation, the position with the lowest electromagnetic field value outside the airplane body is the optimal installation point of the antenna, testing of all possible installation points of the antenna outside the airplane is not needed, CPU (Central processing Unit) computing resources and computing time of a supercomputer are saved, and economic cost and labor cost are reduced; the implementation method is simple and easy to implement and strong in operability.
Drawings
Fig. 1 is a flowchart of a method for selecting an installation point of an aircraft extravehicular antenna according to an embodiment of the present invention;
fig. 2 is a flowchart of another method for selecting an installation point of an aircraft extravehicular antenna according to an embodiment of the present invention;
FIG. 3 is a schematic view of a local model obtained by modeling a portion where a cockpit is located;
FIG. 4 is a schematic diagram of an excitation source and response location exchange;
FIG. 5 is a comparison graph of time domain response signals in the X polarization direction when the excitation source is inside and outside the local model, respectively;
FIG. 6 is a comparison graph of time domain response signals obtained in the Y polarization direction with the excitation source inside and outside the model, respectively;
FIG. 7 is a comparison graph of time domain response signals of electromagnetic waves in the X polarization direction when an excitation source is inside and outside a lossy material model, respectively;
FIG. 8 is a schematic diagram of a full-machine 1:1 simulation model;
FIG. 9 is a one-dimensional distribution diagram of a radiation field obtained when an excitation source is arranged in a sensitive area and the radiation frequency is 225 MHz;
fig. 10 is a diagram of an apparatus for selecting an installation point of an antenna outside an aircraft cabin according to an embodiment of the present invention;
fig. 11 is a diagram of another apparatus for selecting an installation point of an outboard antenna of an aircraft according to an embodiment of the present invention;
fig. 12 is a diagram of another apparatus for selecting an installation point of an antenna outside an aircraft cabin according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
Fig. 1 is a flowchart of a method for selecting an aircraft outboard antenna mounting point according to an embodiment of the present invention, and as shown in fig. 1, the method includes the following steps:
step S11: modeling a part where a target sensitive cabin of the airplane is located to obtain a local model;
step S12: carrying out simulation analysis on cross polarization errors and body material errors by using a local model, and judging whether the airplane is suitable for a linear system reciprocity principle; the method specifically comprises the following steps: judging whether the cross polarization of the airplane configuration on the electromagnetic waves affects the linearity of an electromagnetic field system where the airplane is located or not and judging whether the organism material of the airplane affects the linearity of the electromagnetic field system where the airplane is located or not by using the local model; when the cross polarization of the airplane configuration to the electromagnetic waves does not affect the linearity of the electromagnetic field system where the airplane is located and the organism material does not affect the linearity of the electromagnetic field system where the airplane is located, the airplane is judged to be suitable for the linear system reciprocity principle.
Step S13: when the airplane is judged to be suitable for the linear system reciprocity principle, further modeling is carried out on the whole airplane body of the airplane to obtain a whole airplane model;
step S14: and arranging the excitation source in a target sensitive cabin in the full aircraft model to perform electromagnetic field simulation, finding the position with the lowest electromagnetic field value outside the aircraft body, and selecting the position as an aircraft extravehicular antenna mounting point.
In step S12, the specific method of determining whether the cross polarization of the aircraft configuration on the electromagnetic waves affects the linearity of the electromagnetic field system where the aircraft is located includes: correspondingly arranging an excitation source and a response recorder inside and outside the local model, carrying out first simulation to obtain a first time domain response signal, interchanging the positions of the excitation source and the response recorder, and carrying out second simulation to obtain a second time domain response signal; and acquiring a cross polarization error according to the first time domain response signal and the second time domain response signal, and if the cross polarization error is not greater than a preset first error threshold, judging that the cross polarization of the aircraft configuration on the electromagnetic waves does not influence the linearity of an electromagnetic field system where the aircraft is located.
In the step S12, the concrete method for judging whether the organism material of the airplane affects the linearity of the electromagnetic field system where the airplane is located is as follows; replacing an ideal material of the local model with a lossy material, correspondingly arranging an excitation source and a response recorder inside and outside the local model, performing third simulation to obtain a third time domain response signal, interchanging the positions of the excitation source and the response recorder, and performing fourth simulation to obtain a fourth time domain response signal; and acquiring an organism material error according to the third time domain response signal and the fourth time domain response signal, and if the organism material error is not greater than a preset second error threshold value, judging that the organism material of the airplane does not influence the linearity of an electromagnetic field system where the airplane is located.
The linear system refers to the response of the system to any group of simultaneously acting excitations is the linear superposition of the response of the system when each excitation in the group acts independently, the nonlinear system does not meet the superposition principle, the output is not in direct proportion to the input, the airplane platform is in an open electromagnetic field, the system is a typical nonlinear system, and the mutual anisotropy principle of the linear system is not applicable generally. Two major factors that contribute to the platform nonlinearity in the open electromagnetic field have been found to be: the platform physical configuration calculates and analyzes cross polarization errors caused by the platform physical configuration and multi-medium material errors caused by the platform complex materials, and as long as the errors are within a tolerance range, the exchange of an excitation source and a response can be realized by utilizing a linear system reciprocity principle, so that a basis is provided for selecting an optimal mounting point of an antenna outside an airplane cabin.
Therefore, the main factors influencing the nonlinearity of the electromagnetic field system in which the aircraft is located are: for the cross polarization of electromagnetic waves and the airframe material of the aircraft in the aircraft configuration, a detailed flow chart for selecting the installation point of the aircraft extravehicular antenna is designed for the two influencing factors, as shown in fig. 2, fig. 2 is a flow chart of another method for selecting the installation point of the aircraft extravehicular antenna provided by the embodiment of the invention, as shown in fig. 2, the method comprises the following steps:
step S21: modeling the position of the target sensitive cabin to obtain a local model; the method includes the steps that a plurality of sensitive cabins in the airplane are provided, for example, a cockpit, an electronic equipment cabin and the like, a user can select the sensitive cabin to be tested according to needs, the cockpit with the highest requirement on electromagnetic sensitivity is selected as a target sensitive cabin in the embodiment, and a part where the target sensitive cabin is located is modeled to obtain a local model, as shown in fig. 3, fig. 3 is a schematic diagram of the local model obtained by modeling the part where the cockpit is located, the local model is a cabin head, and the cockpit is located in a cabin head area;
step S22: presetting a first error threshold; according to the actual installation situation, the requirements for the accuracy of the result are different, and the sizes of the error threshold values are different;
step S23: arranging an excitation source inside the model and arranging a response recorder outside the model, as shown in fig. 3, wherein 1 is the excitation source and 2 is the response recorder in fig. 3;
step S24: carrying out first simulation;
step S25: outputting a first time domain response signal;
step S26: exchanging the stimulus source and the response recorder for location; as shown in fig. 4, fig. 4 is a schematic diagram of the position exchange between the excitation source and the response recorder, wherein 1 in fig. 4 is the excitation source, and 2 is the response recorder;
step S27: carrying out second simulation;
step S28: outputting a second time domain response signal;
step S29: comparing and analyzing the first time domain response signal and the second time domain response signal to obtain a cross polarization error, wherein the cross polarization error is obtained by comparing an absolute value obtained by subtracting the highest value of the time domain response signal when the excitation source is placed outside the airplane from the highest value of the time domain response signal when the excitation source is placed inside the airplane with the highest value of the time domain response signal when the excitation source is not at the exchange position; as shown in fig. 5 and fig. 6, fig. 5 is a time domain response signal comparison graph in the X polarization direction when the excitation source is inside and outside the local model, and the abscissa is the calculation step number, which refers to the iteration step number of the computer simulation algorithm, and the unit is 1.66e-12 (sec). as can be seen from fig. 5, the time domain response signal curves in the X polarization direction when the excitation source is inside and outside the local model are completely coincident, it can be seen that the position of exchanging the excitation source and the response has no influence on the time domain response in the X polarization direction; fig. 6 is a comparison graph of time domain response signals obtained in the Y polarization direction when the excitation source is inside and outside the model respectively, and it can be seen from fig. 6 that the time domain response signal curves in the Y polarization direction when the excitation source is inside and outside the local model respectively almost completely coincide, and the only slight difference is that: the maximum value of the time domain response signal when the excitation source is placed outside the aircraft is 2% higher than when the excitation source is placed inside the aircraft;
step S210: judging whether the cross polarization error is not greater than a first error threshold value, if so, operating the step S211, and if not, ending the operation; in the present embodiment, 2% of the errors satisfy the requirement of not being greater than the first error threshold;
step S211: judging that the cross polarization of the airplane configuration on electromagnetic waves does not influence the linearity of an electromagnetic field system where the airplane is located;
step S212: replacing the ideal material of the partial model with a lossy material; in actual production, all airframe materials of the airplane are lossy materials, and the lossy materials with the loss tangent of 0.05 are adopted in the embodiment. Regarding loss tangent, loss tangent is energy consumed by a dielectric to convert electric energy into heat energy (in a form of heat generation) per unit volume in unit time, and represents a physical quantity of dielectric loss of the dielectric material after an electric field is applied, and the loss tangent parameter can be directly obtained from data such as technical manuals of airplanes;
step S213: presetting a second error threshold;
step S214: arranging the excitation source outside the model and the response recorder inside the model;
step S215: carrying out third simulation;
step S216: outputting a third time domain response signal;
step S217: exchanging the stimulus source and the response recorder for position;
step S218: performing fourth simulation;
step S219: outputting a fourth time domain response signal;
step S220: comparing and analyzing the third time domain response signal and the fourth time domain response signal to obtain an organism material error; as shown in fig. 7, fig. 7 is a comparison graph of time domain response signals of electromagnetic waves in the X polarization direction when the excitation source is inside and outside the lossy material model, and since the amplitude of the electromagnetic waves in the X polarization direction is larger than that of the electromagnetic waves in the X polarization direction and is representative, the time domain response of the electromagnetic waves in the X polarization direction is selected, and it can be seen from fig. 7 that the time domain response signals of the electromagnetic waves are almost identical after the positions of the excitation source and the response recorder are exchanged.
Step S221: judging whether the error of the body material is not greater than a second error threshold value, if so, operating the step S222, and if not, ending the operation; in this embodiment, the body material error meets the requirement of not greater than the second error threshold;
step S222: judging that the organism material of the airplane does not influence the linearity of an electromagnetic field system where the airplane is located;
step S223: judging that the airplane is suitable for the linear system reciprocity principle, and when the airplane configuration does not influence the linearity of an electromagnetic field system where the airplane is located on both the cross polarization of electromagnetic waves and the airplane body material of the airplane, the airplane can be approximately considered as a linear system at the moment and the linear system reciprocity principle can be applied;
step S224: modeling the whole body of the airplane to obtain a whole airplane model, as shown in fig. 8, wherein fig. 8 is a schematic diagram of a 1:1 simulation model of the whole airplane;
step S225: arranging an excitation source in a cockpit in the full-aircraft model; regarding the position of the excitation source in the cockpit, a relatively wide place, such as a middle position, is selected as much as possible and is not arranged at the corner of the cockpit;
step S226: performing a fifth simulation;
step S227: analyzing the whole aircraft radiation field distribution diagram, finding out the position with the lowest external electromagnetic field value of the aircraft body, selecting the position as the installation point of the aircraft extravehicular antenna, as shown in fig. 9, wherein fig. 9 is a radiation field one-dimensional distribution diagram obtained when an excitation source is arranged in a sensitive area and the radiation frequency of 225MHz is adopted, the abscissa corresponds to the length of the aircraft body, as can be seen from fig. 9, the electromagnetic field value with the abscissa of about 1400 is lowest and is approximately determined near the tail of the aircraft, the position of the aircraft STA727D is determined by checking the data of an aircraft technical manual and the like, the electromagnetic field value is lowest, that is, the STA727D is selected as the installation point of the aircraft extravehicular antenna, so that the interference of the electromagnetic interference radiated by the antenna of the additional equipment on the sensitive cabin is minimum, and the installation point is the optimal installation point.
Regarding to judging whether the cross polarization of the electromagnetic waves caused by the aircraft configuration influences the linearity of the electromagnetic field system where the aircraft is located and judging whether the organism material of the aircraft influences the linearity of the electromagnetic field system where the aircraft is located, in consideration of the fact that the ideal material is replaced when the organism material of the aircraft influences the linearity of the electromagnetic field system where the aircraft is located in modeling, in order to simplify the process, the two judging sequences are generally to judge whether the cross polarization of the electromagnetic waves caused by the aircraft configuration influences the linearity of the electromagnetic field system where the aircraft is located, and then judge whether the organism material of the aircraft influences the linearity of the electromagnetic field system where the aircraft is located.
The requirements on the modeling accuracy are not high for the establishment of the local model and the whole-aircraft model, all details in the aircraft do not need to be displayed, and the difficulty of simulation and analysis is reduced.
Fig. 10 is a diagram of an apparatus for selecting an installation point of an antenna outside an aircraft cabin according to an embodiment of the present invention, and as shown in fig. 10, the apparatus 100 includes:
a local model establishing unit 1001 for establishing a model of a part where a target sensitive cabin of the aircraft is located to obtain a local model;
the reciprocity judging unit 1002 is used for performing simulation analysis on cross polarization errors and body material errors by using a local model, and judging whether the airplane is suitable for a linear system reciprocity principle;
the whole-airplane model establishing unit 1003 is used for further modeling the whole airplane body of the airplane to obtain a whole-airplane model when the airplane is judged to be suitable for the linear system reciprocity principle;
and the mounting point determining unit 1004 is used for arranging the excitation source in a sensitive cabin in the full aircraft model to perform electromagnetic field simulation, finding a position with the lowest electromagnetic field value outside the aircraft body, and selecting the position as an aircraft extravehicular antenna mounting point.
Fig. 11 is a diagram of another apparatus for selecting an installation point of an antenna outside an aircraft cabin according to an embodiment of the present invention, and as shown in fig. 11, the apparatus 110 includes: a local model building unit 1001; a dissimilarity determination unit 1002; a whole machine model establishing unit 1003; a mounting point determination unit 1004, wherein the local model building unit 1001, the full machine model building unit 1003, and the mounting point determination unit 1004 have been described in detail in the embodiment illustrated in fig. 10, and are not described again;
the dissimilarity determination unit 1002 includes: the first judging unit 1101 is configured to perform simulation analysis on a cross polarization error by using a local model, and judge whether the cross polarization of the aircraft configuration on the electromagnetic wave affects the linearity of an electromagnetic field system where the aircraft is located; a second judging unit 1102, configured to perform simulation analysis on an airframe material error by using the local model, and judge whether an airframe material of the aircraft affects linearity of an electromagnetic field system where the aircraft is located; the linearity determining unit 1103 is configured to determine that the aircraft is applicable to the linear system reciprocity principle when the aircraft configuration does not affect the linearity of the electromagnetic field system where the aircraft is located due to cross polarization of electromagnetic waves and the aircraft material does not affect the linearity of the electromagnetic field system where the aircraft is located.
The first determining unit 1101 is specifically configured to: correspondingly arranging an excitation source and a response recorder inside and outside the local model, carrying out first simulation to obtain a first time domain response signal, interchanging the positions of the excitation source and the response recorder, and carrying out second simulation to obtain a second time domain response signal; and acquiring a cross polarization error according to the first time domain response signal and the second time domain response signal, and if the cross polarization error is not greater than a preset first error threshold, judging that the cross polarization of the aircraft configuration on the electromagnetic waves does not influence the linearity of an electromagnetic field system where the aircraft is located.
The second determining unit 1102 is specifically configured to: replacing an ideal material of the local model with a lossy material, correspondingly arranging an excitation source and a response recorder inside and outside the local model, performing third simulation to obtain a third time domain response signal, interchanging the positions of the excitation source and the response recorder, and performing fourth simulation to obtain a fourth time domain response signal; and acquiring an organism material error according to the third time domain response signal and the fourth time domain response signal, and if the organism material error is not greater than a preset second error threshold value, judging that the organism material of the airplane does not influence the linearity of an electromagnetic field system where the airplane is located.
Fig. 12 is a diagram of another apparatus for selecting an aircraft outboard antenna mounting point according to an embodiment of the present invention, as shown in fig. 12, the apparatus 120 includes a memory 1201 and a processor 1202, the memory 1201 and the processor 1202 are communicatively connected through an internal bus 1203, the memory 1201 stores a computer program that can be executed by the processor 1202, and the method for selecting an aircraft outboard antenna mounting point as shown in fig. 1 and fig. 2 can be implemented when the computer program is executed by the processor 1202.
In various embodiments, storage 1201 may be a memory or a non-volatile storage. Wherein the non-volatile memory may be: a storage drive (e.g., hard disk drive), a solid state drive, any type of storage disk (e.g., compact disk, DVD, etc.), or similar storage medium, or a combination thereof. The memory may be: RAM (random Access Memory), volatile Memory, nonvolatile Memory, and flash Memory. Further, the non-volatile memory and the internal memory are used as a machine-readable storage medium on which a computer program executed by the processor 1202 is stored, so as to implement the aforementioned method for selecting an installation point of an antenna outside an aircraft cabin, which is described in detail in the embodiments shown in fig. 1 and fig. 2, and will not be described herein again.
The invention also provides an intelligent terminal which comprises the device for selecting the installation point of the antenna outside the airplane cabin.
In summary, the local model is obtained by modeling the part of the aircraft where the target sensitive cabin is located; performing error analysis, and judging whether the cross polarization error and the organism material error are not greater than an error threshold value, so as to judge whether the cross polarization of the aircraft configuration on the electromagnetic waves and the organism material of the aircraft influence the linearity of an electromagnetic field system where the aircraft is located, and further judge whether the aircraft is suitable for a linear system reciprocity principle; when the airplane is judged to be suitable for the linear system reciprocity principle, further modeling the whole airplane body of the airplane to obtain a whole airplane model; and arranging the excitation source in a target sensitive cabin in the full aircraft model to perform electromagnetic field simulation, finding the position with the lowest electromagnetic field value outside the aircraft body, and selecting the position as an aircraft extravehicular antenna mounting point. The method only needs to carry out local modeling on a target sensitive cabin which a user wants to test, judges whether the airplane is suitable for the linear system mutual-difference principle after bidirectional simulation, carries out full-airplane modeling if the airplane accords with the linear system mutual-difference principle, sets an excitation source in the target cabin for simulation, and sets the position with the lowest electromagnetic field value outside the airplane body as the optimal mounting point of the antenna, so that all possible mounting points of the antenna outside the airplane are not required to be tested, CPU (central processing unit) computing resources and computing time of a supercomputer are saved, and economic cost and labor cost are reduced; the implementation method is simple and easy, and the operability is strong; when error analysis is carried out, the error threshold value is controllable and selectable according to the requirement on the accuracy of the result, and is suitable for different requirements of rough selection and accurate selection; when modeling is carried out, the requirement on modeling accuracy is not high, and the difficulty of simulation and analysis is reduced.
While the foregoing is directed to embodiments of the present invention, other modifications and variations of the present invention may be devised by those skilled in the art in light of the above teachings. It should be understood by those skilled in the art that the foregoing detailed description is for the purpose of illustrating the invention rather than the foregoing detailed description, and that the scope of the invention is defined by the claims.
Claims (6)
1. A method for selecting an aircraft extravehicular antenna mounting point, the method comprising:
modeling a part where a target sensitive cabin of the airplane is located to obtain a local model;
performing simulation analysis on cross polarization errors and body material errors by using the local model, and judging whether the airplane is suitable for a linear system reciprocity principle;
when the airplane is judged to be suitable for the linear system reciprocity principle, further modeling the whole airplane body of the airplane to obtain a whole airplane model;
arranging an excitation source in the target sensitive cabin in the full aircraft model to perform electromagnetic field simulation, finding a position with the lowest electromagnetic field value outside the aircraft body, and selecting the position as an aircraft extravehicular antenna mounting point;
wherein, the simulation analysis of the cross polarization error and the body material error by using the local model to judge whether the airplane is suitable for the linear system reciprocity principle comprises the following steps: judging whether the cross polarization of the aircraft configuration on electromagnetic waves influences the linearity of an electromagnetic field system where the aircraft is located or not and judging whether organism materials of the aircraft influence the linearity of the electromagnetic field system where the aircraft is located or not by utilizing the local model; when the cross polarization of the airplane configuration on electromagnetic waves does not affect the linearity of an electromagnetic field system where the airplane is located and the linearity of an electromagnetic field system where the airplane is located is not affected by the airplane material, the airplane is judged to be suitable for the linear system reciprocity principle;
the step of judging whether the cross polarization of the aircraft configuration on the electromagnetic waves affects the linearity of an electromagnetic field system where the aircraft is located comprises the following steps: correspondingly arranging an excitation source and a response recorder inside and outside the local model, carrying out first simulation to obtain a first time domain response signal, interchanging the positions of the excitation source and the response recorder, and carrying out second simulation to obtain a second time domain response signal; and acquiring a cross polarization error according to the first time domain response signal and the second time domain response signal, and if the cross polarization error is not greater than a preset first error threshold, judging that the cross polarization of the aircraft configuration on the electromagnetic waves does not affect the linearity of an electromagnetic field system where the aircraft is located.
2. The method of claim 1, wherein determining whether the airframe material of the aircraft affects the linearity of an electromagnetic field system in which the aircraft is located comprises:
replacing an ideal material of the local model with a lossy material, correspondingly arranging an excitation source and a response recorder inside and outside the local model, performing third simulation to obtain a third time domain response signal, interchanging the positions of the excitation source and the response recorder, and performing fourth simulation to obtain a fourth time domain response signal;
and acquiring an organism material error according to the third time domain response signal and the fourth time domain response signal, and if the organism material error is not greater than a preset second error threshold value, judging that the organism material of the airplane does not influence the linearity of an electromagnetic field system where the airplane is located.
3. An apparatus for selecting an aircraft outboard antenna mounting point, the apparatus comprising:
the local model establishing unit is used for establishing a model of the part of the target sensitive cabin of the airplane to obtain a local model;
the cross-anisotropy judging unit is used for carrying out simulation analysis on cross polarization errors and organism material errors by utilizing the local model and judging whether the airplane is suitable for a linear system cross-anisotropy principle or not;
the whole-airplane model establishing unit is used for further modeling the whole airplane body of the airplane to obtain a whole-airplane model when judging that the airplane is suitable for the linear system reciprocity principle;
the mounting point determining unit is used for arranging the excitation source in the sensitive cabin in the full aircraft model to perform electromagnetic field simulation, finding out the position with the lowest electromagnetic field value outside the aircraft body, and selecting the position as an aircraft extravehicular antenna mounting point;
wherein the dissimilarity determination unit includes:
the first judgment unit is used for carrying out simulation analysis on cross polarization errors by using the local model and judging whether the cross polarization of the airplane configuration on electromagnetic waves influences the linearity of an electromagnetic field system where the airplane is located;
the second judging unit is used for carrying out simulation analysis on the organism material errors by utilizing the local model and judging whether the organism material of the airplane influences the linearity of an electromagnetic field system where the airplane is located;
the linearity determining unit is used for judging that the airplane is suitable for the linear system reciprocity principle when the cross polarization of the airplane configuration on electromagnetic waves does not influence the linearity of an electromagnetic field system where the airplane is located and the organism material does not influence the linearity of the electromagnetic field system where the airplane is located;
the first judging unit is specifically configured to:
correspondingly arranging an excitation source and a response recorder inside and outside the local model, carrying out first simulation to obtain a first time domain response signal, interchanging the positions of the excitation source and the response recorder, and carrying out second simulation to obtain a second time domain response signal; and acquiring a cross polarization error according to the first time domain response signal and the second time domain response signal, and if the cross polarization error is not greater than a preset first error threshold, judging that the cross polarization of the aircraft configuration on the electromagnetic waves does not affect the linearity of an electromagnetic field system where the aircraft is located.
4. The apparatus of claim 3, wherein the second determining unit is specifically configured to:
replacing an ideal material of the local model with a lossy material, correspondingly arranging an excitation source and a response recorder inside and outside the local model, performing third simulation to obtain a third time domain response signal, interchanging the positions of the excitation source and the response recorder, and performing fourth simulation to obtain a fourth time domain response signal;
and acquiring an organism material error according to the third time domain response signal and the fourth time domain response signal, and if the organism material error is not greater than a preset second error threshold value, judging that the organism material of the airplane does not influence the linearity of an electromagnetic field system where the airplane is located.
5. An apparatus for selecting an aircraft outboard antenna mounting point, the apparatus comprising a memory and a processor, the memory and the processor being communicatively connected via an internal bus, the memory storing a computer program executable by the processor, the computer program, when executed by the processor, implementing the method of selecting an aircraft outboard antenna mounting point according to any one of claims 1-2.
6. An intelligent terminal, characterized in that the intelligent terminal comprises a device for selecting an aircraft outboard antenna mounting point according to any one of claims 3-5.
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