CN111717411B - Method for correcting cruise thrust increment based on test flight data standard weight - Google Patents

Method for correcting cruise thrust increment based on test flight data standard weight Download PDF

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CN111717411B
CN111717411B CN202010439157.XA CN202010439157A CN111717411B CN 111717411 B CN111717411 B CN 111717411B CN 202010439157 A CN202010439157 A CN 202010439157A CN 111717411 B CN111717411 B CN 111717411B
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thrust
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lift
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CN111717411A (en
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冯宇鹏
李锐
覃曌华
朱婷
夏斌
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Chengdu Aircraft Industrial Group Co Ltd
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    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
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Abstract

The invention discloses a method for correcting cruise thrust increment based on test flight data standard weight, which comprises the following steps: a. carrying out plane flight acceleration test flight with two different weights; b. correcting thrust increment and weight; s1, an equation set of the plane flight acceleration mechanics model, S2, test flight data analysis, including residual thrust calculation, lift coefficient calculation and lift resistance factor calculation: obtaining the residual thrust of the reference speed interval according to the acceleration/deceleration of the reference speed interval: c. correcting the thrust corresponding to the standard weight, wherein the thrust comprises stabilizing a flat flight mechanical model and correcting to the standard weight; the difference in thrust for the half oil weight and the standard weight was calculated. The method can reflect the thrust increment of the plane flight section of the airplane more accurately and truly, and has positive significance and profound influence on the follow-up continuous trial flight and the completion of performance indexes of the airplane.

Description

Method for correcting cruise thrust increment based on test flight data standard weight
Technical Field
The invention belongs to the technical field of aviation, and particularly relates to a method for correcting cruise thrust increment based on test flight data standard weight.
Background
In the flight process, the thrust characteristic of the plane flight section of the airplane has important influence on the maximum plane flight speed, the climbing rate, the lifting limit and other performances of the airplane, and is directly related to the accessibility of important performance indexes of the airplane. In the adjustment trial flight phase, due to constraints of aircraft production time, constraints of trial flight cost and limitation of the number of flying frames, the weight of the plane flight phase is not enough to cover all aircraft weight points, and different aircraft weights have different influences on the thrust characteristics of the plane flight phase. Therefore, in the test flight process, in order to obtain the thrust characteristic of the plane flight section of the airplane and reasonably provide the subsequent performance index, the weight of the residual thrust of the plane flight section needs to be corrected, and therefore an important data basis is provided for accurately predicting the performance index of the airplane.
At present, under the condition of different weights, the thrust increment of an engine at a level flight section is estimated only by calculation and analysis of rack data of the engine and aerodynamic data of an airplane wind tunnel test, however, the real airplane has difference with theoretical data in the aspects of engine thrust, airplane resistance and the like, and the thrust loss of the engine can be caused due to the installation, the forward-sending matching and other reasons of the engine; the change of the airplane resistance increment can also be caused by the reasons of manufacturing and installation tolerance, surface quality and the like of the airplane, so that the plane flight section thrust increment of the real airplane under different weights cannot be obtained only by depending on airplane theoretical data, so that test flight personnel cannot reasonably make subsequent test flight planning, and designers cannot provide accurate performance indexes of the real airplane.
Disclosure of Invention
In order to solve the problems, the invention provides a method for correcting the cruise thrust increment based on the standard weight of the test flight data, which can reflect the thrust increment of the flat flight section of an airplane more accurately and truly and has positive significance and profound influence on the follow-up continuous test flight and the completion of performance indexes of the airplane.
The invention is realized by the following technical scheme.
A cruise thrust increment correction method based on test flight data standard weight comprises the following steps:
a. planning trial flight, and performing two different weights (m for each weight) at different heights and speed intervals1And m2) Accelerating the plane flight and testing the flight;
b. and (3) correcting the thrust increment and the weight as follows:
s1, an equation set of the plane flight acceleration mechanical model is as follows:
L＝G (1)
T-D＝ma (2)
Figure GDA0003109860270000021
Figure GDA0003109860270000022
wherein L is the lift force of the airplane, G is the gravity of the airplane, T is the thrust of an engine, D is the resistance of the airplane, m is the mass of the airplane, a is the acceleration/deceleration of the plane flat flight, rho is the density, V is the speed, S is the reference area, CL is the lift coefficient, and CD is the resistance coefficient;
s2, analyzing test flight data, including calculation of residual thrust, calculation of lift coefficient and calculation of lift resistance factor;
the residual thrust is calculated in two different weight states, a flight state point with the speed V is selected as the reference speeds of the two states, and the acceleration/deceleration a of the reference speed interval is calculated by the following formula:
Figure GDA0003109860270000023
the residual thrust of the reference speed interval is obtained according to the acceleration/deceleration of the reference speed interval, and the calculation formula is as follows:
T-D＝ma (6)
the lift coefficient is according to equation (1) and (3), normal lift and weight are balanced each other, aircraft lift corresponds to the speed and the lift coefficient of flight, the speed of selecting to fly is the same, gravity and lift coefficient one-to-one, promptly:
G～L～CL
CL1and CL2Respectively, by weight G1And G2Solving the lift coefficient in the flat flight;
the lift-induced drag factor is calculated by the following formula of lift coefficient and drag coefficient:
CD＝CD0+A·CL2 (7)
wherein, CD0Is a type resistance, A is a lift-induced resistance factor;
according to the equations (2) and (7), two different aircraft weight states m are obtained1And m2The following set of equations is as follows:
Figure GDA0003109860270000031
Figure GDA0003109860270000032
from equations (8) - (9), it follows:
Figure GDA0003109860270000033
solving a rising resistance factor A;
c. correcting the thrust corresponding to the standard weight, wherein the thrust comprises stabilizing a flat flight mechanical model and correcting to the standard weight;
the equation set of the stable flat flight mechanical model is as follows:
L＝G (10)
T＝D (11)
Figure GDA0003109860270000034
Figure GDA0003109860270000035
said correcting to a standard weight comprises weighing the aircraft semi-oil weight G0.5fuelIs set to T0.5fuelThrust force T0.5fuelAs reference data, based on the test flight data, the thrust increment at the standard weight G is corrected, and the difference in thrust between the half-oil weight and the standard weight is calculated according to the formula (7) and the formulas (10) to (13), as follows:
Figure GDA0003109860270000036
wherein G is0.5fuelThe weight of the airplane half oil, G is the standard weight of the airplane, and Delta T is the thrust difference between the weight of the airplane half oil and the standard weight.
In step S2, the residual thrust is a difference between the thrust at the engine speed and the aircraft drag, that is, an inertial force of the acceleration.
The invention has the beneficial effects.
1. The thrust increment of the flat flight section under different weights is corrected by correcting the thrust increment to the standard weight and calculating the thrust difference between the semi-oil weight and the standard weight, so that a real and accurate performance index is provided, the influence of factors such as the approach matching and the engine installation error is considered based on the test flight data, meanwhile, the influence of the factors such as the approach matching and the engine installation error is considered on the whole of the airplane and the engine (the flight/launch integration) without depending on the bench data of the engine, a designer can provide the accurate performance index of the real airplane and the subsequent test flight planning is reasonably made, and therefore, the method has positive significance and profound influence on the subsequent continuous test flight of the airplane and the completion of the performance index.
Drawings
FIG. 1 is a schematic view of an acceleration/deceleration curve according to the present invention.
FIG. 2 is a table illustrating acceleration/deceleration and residual thrust for two different weight conditions in accordance with the present invention.
FIG. 3 is a table illustrating two different weight values of m1 and m2 for lift factor in accordance with the present invention.
FIG. 4 is a table of G- Δ T at different speeds and at the same height according to the present invention.
FIG. 5 is a view showing a height and velocity full envelope G-V of the present inventionyTable diagram of (1).
Detailed Description
Example 1
A cruise thrust increment correction method based on test flight data standard weight comprises the following steps:
a. planning trial flight, and performing two different weights (m for each weight) at different heights and speed intervals1And m2) Accelerating the plane flight and testing the flight;
b. and (3) correcting the thrust increment and the weight as follows:
s1, an equation set of the plane flight acceleration mechanical model is as follows:
L＝G (1)
T-D＝ma (2)
Figure GDA0003109860270000041
Figure GDA0003109860270000042
wherein L is the lift force of the airplane, G is the gravity of the airplane, T is the thrust of an engine, D is the resistance of the airplane, m is the mass of the airplane, a is the acceleration/deceleration of the plane flat flight, rho is the density, V is the speed, S is the reference area, CL is the lift coefficient, and CD is the resistance coefficient;
s2, analyzing test flight data, including calculation of residual thrust, calculation of lift coefficient and calculation of lift resistance factor;
as shown in fig. 1, the residual thrust is calculated in two different weight states, a flight state point with a speed V is selected as a reference speed in the two states, and an acceleration/deceleration a of a reference speed interval is calculated, where the formula is as follows:
Figure GDA0003109860270000043
the residual thrust of the reference speed interval is obtained according to the acceleration/deceleration of the reference speed interval, and the calculation formula is as follows:
T-D＝ma (6)
as shown in fig. 2, the method is used for obtaining the acceleration/deceleration and the residual thrust of the airplane under different weight conditions;
the lift coefficient is according to equation (1) and (3), normal lift and weight are balanced each other, aircraft lift corresponds to the speed and the lift coefficient of flight, the speed of selecting to fly is the same, gravity and lift coefficient one-to-one, promptly:
G～L～CL
CL1and CL2Respectively, by weight G1And G2Solving the lift coefficient in the flat flight;
the lift-induced drag factor is calculated by the following formula of lift coefficient and drag coefficient:
CD＝CD0+A·CL2 (7)
wherein, CD0Is a type resistance, A is a lift-induced resistance factor;
according to the equations (2) and (7), two different aircraft weight states m are obtained1And m2The following set of equations is as follows:
Figure GDA0003109860270000051
Figure GDA0003109860270000052
from equations (8) - (9), it follows:
Figure GDA0003109860270000053
in the above equation, the rising resistance factor a is an unknown number, and the other parameters are known, and the rising resistance factor a is solved, and the calculation result is shown in fig. 3;
c. correcting the thrust corresponding to the standard weight, wherein the thrust comprises stabilizing a flat flight mechanical model and correcting to the standard weight;
the equation set of the stable flat flight mechanical model is as follows:
L＝G (10)
T＝D (11)
Figure GDA0003109860270000054
Figure GDA0003109860270000055
said correcting to a standard weight comprises weighing the aircraft semi-oil weight G0.5fuelIs set to T0.5fuelThrust force T0.5fuelAs reference data, based on the test flight data, the thrust increment at the standard weight G is corrected, and the difference in thrust between the half-oil weight and the standard weight is calculated according to the formula (7) and the formulas (10) to (13), as follows:
Figure GDA0003109860270000061
wherein G is0.5fuelThe weight of the airplane semi-oil is taken as the weight of the airplane, G is the standard weight of the airplane, and Delta T is the thrust difference between the weight of the airplane semi-oil and the standard weight;
d. analyzing the full envelope thrust increment, and comprising the following steps:
p1, in order to obtain the standard weight-thrust increment function for identifying the same height and different speeds under the same height and different speed states, the statistical and analytical calculation of the test flight data can be carried out according to the method of 1 section, 2 sections and 3 sections under different speeds. A standard weight-thrust increment function, i.e., G- Δ T, can be obtained at the same altitude and at different speeds, as shown in fig. 4;
p2, in the full envelope range state, to obtain a normalized weight-thrust delta function that identifies the full envelope range (i.e., different altitude, different speed). At different altitudes, the statistical and analytical calculation of test flight data is carried out according to the method of section 4.1, and a standard weight-thrust increment function, namely G-delta T, in the range of altitude-speed full envelope is obtained, as shown in fig. 5.
In step S2, the residual thrust is a difference between the thrust at the engine speed and the aircraft drag, that is, an inertial force of the acceleration.
The method has the advantages that the actual and accurate performance indexes are provided by correcting the thrust increment under the standard weight and calculating the thrust difference between the semi-oil weight and the standard weight, the influences of factors such as the approach matching and the engine installation error are considered based on the test flight data, meanwhile, the influence of the factors such as the approach matching and the engine installation error is not dependent on the bench data of the engine, the airplane and the engine are considered integrally (flying/flying into one), designers can provide the accurate performance indexes of the actual airplane, and the subsequent test flight planning is reasonably made, so that the method has positive significance and profound influence on the subsequent continuous test flight of the airplane and the completion of the performance indexes.
The above-mentioned embodiments only express the specific embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present application. It should be noted that, for those skilled in the art, without departing from the technical idea of the present application, several changes and modifications can be made, which are all within the protection scope of the present application.

Claims (2)

1. A cruise thrust increment correction method based on test flight data standard weight is characterized by comprising the following steps: the method comprises the following steps:
a. planning trial flight, and performing two different weights (m for each weight) at different heights and speed intervals1And m2) Accelerating the plane flight and testing the flight;
b. and (3) correcting the thrust increment and the weight as follows:
s1, an equation set of the plane flight acceleration mechanical model is as follows:
L＝G (1)
T-D＝ma (2)
Figure FDA0003109860260000011
Figure FDA0003109860260000012
wherein L is the lift force of the airplane, G is the gravity of the airplane, T is the thrust of an engine, D is the resistance of the airplane, m is the mass of the airplane, a is the acceleration/deceleration of the plane flat flight, rho is the density, V is the speed, S is the reference area, CL is the lift coefficient, and CD is the resistance coefficient;
s2, analyzing test flight data, including calculation of residual thrust, calculation of lift coefficient and calculation of lift resistance factor;
the residual thrust is calculated in two different weight states, a flight state point with the speed V is selected as the reference speeds of the two states, and the acceleration/deceleration a of the reference speed interval is calculated by the following formula:
Figure FDA0003109860260000013
the residual thrust of the reference speed interval is obtained according to the acceleration/deceleration of the reference speed interval, and the calculation formula is as follows:
T-D＝ma (6)
the lift coefficient is according to equation (1) and (3), normal lift and weight are balanced each other, aircraft lift corresponds to the speed and the lift coefficient of flight, the speed of selecting to fly is the same, gravity and lift coefficient one-to-one, promptly:
G～L～CL
CL1and CL2Respectively, by weight G1And G2Solving the lift coefficient in the flat flight;
the lift-induced drag factor is calculated by the following formula of lift coefficient and drag coefficient:
CD＝CD0+A·CL2 (7)
wherein, CD0Is a type resistance, A is a lift-induced resistance factor;
from equations (2) and (7), two different weight states m are obtained1And m2The following set of equations is as follows:
Figure FDA0003109860260000021
Figure FDA0003109860260000022
from equations (8) - (9), it follows:
Figure FDA0003109860260000023
solving a rising resistance factor A;
c. correcting the thrust corresponding to the standard weight, wherein the thrust comprises stabilizing a flat flight mechanical model and correcting to the standard weight;
the equation set of the stable flat flight mechanical model is as follows:
L＝G (10)
T＝D (11)
Figure FDA0003109860260000024
Figure FDA0003109860260000025
said correcting to a standard weight comprises weighing the aircraft semi-oil weight G0.5fuelIs set to T0.5fuelThrust force T0.5fuelAs reference data, based on the test flight data, the thrust increment at the standard weight G is corrected, and the difference in thrust between the half-oil weight and the standard weight is calculated according to the formula (7) and the formulas (10) to (13), as follows:
Figure FDA0003109860260000026
wherein G is0.5fuelAs an aircraftHalf oil weight, G is aircraft standard weight, and DeltaT is the thrust difference between the aircraft half oil weight and the standard weight.
2. The method for correcting the cruise thrust increment based on the standard weight of the test flight data as claimed in claim 1, wherein the method comprises the following steps: in step S2, the residual thrust is a difference between the thrust at the engine speed and the aircraft drag, that is, an inertial force of the acceleration.
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