CN111914345A - Airplane residual thrust equivalent test flight model based on parameter identification - Google Patents

Airplane residual thrust equivalent test flight model based on parameter identification Download PDF

Info

Publication number
CN111914345A
CN111914345A CN202010546607.5A CN202010546607A CN111914345A CN 111914345 A CN111914345 A CN 111914345A CN 202010546607 A CN202010546607 A CN 202010546607A CN 111914345 A CN111914345 A CN 111914345A
Authority
CN
China
Prior art keywords
airplane
angle
follows
test flight
lift
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN202010546607.5A
Other languages
Chinese (zh)
Other versions
CN111914345B (en
Inventor
刘志林
苗文中
郑权
杨海庆
贺振玲
陶义建
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Chengdu Aircraft Industrial Group Co Ltd
Original Assignee
Chengdu Aircraft Industrial Group Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Chengdu Aircraft Industrial Group Co Ltd filed Critical Chengdu Aircraft Industrial Group Co Ltd
Priority to CN202010546607.5A priority Critical patent/CN111914345B/en
Publication of CN111914345A publication Critical patent/CN111914345A/en
Application granted granted Critical
Publication of CN111914345B publication Critical patent/CN111914345B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
    • G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • General Physics & Mathematics (AREA)
  • Theoretical Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Computational Mathematics (AREA)
  • Mathematical Analysis (AREA)
  • Mathematical Optimization (AREA)
  • Pure & Applied Mathematics (AREA)
  • Computer Hardware Design (AREA)
  • Evolutionary Computation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Abstract

The invention discloses an airplane residual thrust equivalent test flight model based on parameter identification, wherein an airplane does not sideslip and has climbing and gliding motions with slopes, and if a track inclination angle gamma during climbing motion is negative and a track inclination angle gamma during gliding motion is positive, corresponding longitudinal overload n is carried outxNegative and positive respectively, said track pitch angle gamma and longitudinal passing band nxThe symbols are the same, and the residual thrust equivalent test flight model of the airplane is nZ 2‑1＝qCnxWherein n isZNormal overload, nx longitudinal overload, q dynamic pressure and C parameters of the equivalent test flight model. According to the invention, the performance index to be tested can be directly obtained through the model, and the performance index does not need to be obtained through the on-site test flight of the airplane.

Description

Airplane residual thrust equivalent test flight model based on parameter identification
Technical Field
The invention belongs to the technical field of airplane test flight models, and particularly relates to an airplane residual thrust equivalent test flight model based on parameter identification.
Background
The flight test is a process of scientific research and product test under real flight conditions, is the last of four essential links for birth of a new generation of aircraft, occupies an important component in the whole development period, and has the characteristics of extremely complex test flight content, large and repeated test flight risk, huge test flight consumption and the like.
Conventionally, the arrangement of the test flight task is performed item by item according to the test flight subject and the test flight content, and the problems of long test flight period, high test flight cost, low test flight efficiency and the like exist. Based on the method, the equivalent test flight model based on parameter identification is provided for the problem of residual thrust of aircraft performance test flight. On the basis of related test flight data, partial performance test flight subjects and test flight contents are replaced by the prediction result of the equivalent model, so that the test flight efficiency is improved, the test flight period is shortened, and the test flight cost is saved. The model can be used for equivalent test flight of test flight subjects with climbing, flat flight acceleration and deceleration, hovering and the like.
Disclosure of Invention
The invention aims to provide an airplane residual thrust equivalent test flight model based on parameter identification, and aims to improve test flight efficiency, shorten test flight period and save test flight cost.
The invention is mainly realized by the following technical scheme: the model is characterized in that the airplane does not sideslip and has climbing and gliding movement with slopes, if track inclination angle gamma during climbing movement is negative and track inclination angle gamma during gliding movement is positive, corresponding longitudinal overload n is carried outxNegative and positive respectively, said track pitch angle gamma and longitudinal passing band nxThe symbols are the same, and the airplane residual thrust equivalent test flight model is as follows:
nZ 2-1＝qCnx
wherein n isZNormal overload, nx longitudinal overload, q dynamic pressure and C parameters of the equivalent test flight model.
In order to better implement the method, further, the method for deriving the airplane residual thrust equivalent test flight model under the condition of keeping the speed and the climbing angle without considering the airplane sideslip movement comprises the following steps:
1) in the track coordinate system, the dynamic equation of the mass center of the airplane motion is as follows:
Figure BDA0002540362350000011
wherein m is the aircraft mass, V is the true speed, P is the available thrust, L is the lift, D is the drag, Z is the sideslip force, α is the angle of attack, β is the sideslip angle, γ is the roll angle, θ is the track inclination, ψ is the track yaw angle,
Figure BDA0002540362350000027
is an engine mounting angle, and g is gravity acceleration;
2) on the basis of 1), the kinetic equation of the airplane with the slope climbing motion under the condition of keeping the speed and the climbing angle without considering the airplane sideslip motion is as follows:
Figure BDA0002540362350000021
3) neglecting engine mount angle
Figure BDA0002540362350000022
And angle of attack α, then
Figure BDA0002540362350000023
4) Based on 3), the dynamic equation of the belt gradient climbing in 2) is as follows:
Figure BDA0002540362350000024
5) the lift L of the aircraft is calculated as follows:
L＝qSCL
wherein q is dynamic pressure, S is wing reference area, CLIs the coefficient of lift;
6) the aircraft drag D is calculated as follows:
D＝qSCD
wherein, CDIs a coefficient of resistance;
7) the drag coefficient is related to the lift coefficient as follows:
CD＝CD0+ACL 2
wherein, CD0Is a zero-lift drag coefficient, A is a lift-induced drag factor;
8) substituting 7) into 6) yields:
D＝qSCD0+qSACL 2
9) substituting 5) and 8) into 4) yields:
Figure BDA0002540362350000025
10) neglecting the gradient gamma and the track inclination angle theta, enabling gamma to be approximately equal to 0, and enabling theta to be approximately equal to 0 to be substituted into 9) to obtain:
Figure BDA0002540362350000026
11) substituting 10) into 9) yields:
Figure BDA0002540362350000031
12) order to
Figure BDA0002540362350000032
Substitution 11) yields:
Figure BDA0002540362350000033
13) the normal overload is:
Figure BDA0002540362350000034
14) the longitudinal overload is:
Figure BDA0002540362350000035
15) combining 13) and 4) to obtain:
Figure BDA0002540362350000036
16) combining 14) and 4) yields:
nx＝sinθ
17) combination of 12) and 15), 16) yields:
1-nz 2＝qCnx
wherein n isZNormal overload, nx longitudinal overload, q dynamic pressure and C parameters of the equivalent test flight model.
In order to better implement the method, further, the method for deriving the airplane residual thrust equivalent test flight model under the condition of keeping the speed and the glide angle without considering the airplane sideslip motion comprises the following steps:
1. in the track coordinate system, the dynamic equation of the mass center of the airplane motion is as follows:
Figure BDA0002540362350000037
wherein m is the aircraft mass, V is the true speed, P is the available thrust, L is the lift, D is the drag, Z is the sideslip force, α is the angle of attack, β is the sideslip angle, γ is the roll angle, θ is the track inclination, ψ is the track yaw angle,
Figure BDA0002540362350000038
is an engine mounting angle, and g is gravity acceleration;
2. on the basis of the dynamic equation of the mass center of the airplane motion, the dynamic equation of the airplane with slope gliding motion is as follows:
Figure BDA0002540362350000041
3. neglecting engine mount angle
Figure BDA0002540362350000042
And angle of attack α, then
Figure BDA0002540362350000043
The kinetic equation for the motion of the airplane with the slope glide is as follows:
Figure BDA0002540362350000044
4. the lift L of the aircraft is calculated as follows:
L＝qSCL
wherein q is dynamic pressure, S is wing reference area, CLIs the coefficient of lift;
5. the aircraft drag D is calculated as follows:
D＝qSCD
wherein, CDIs a coefficient of resistance;
6. the drag coefficient is related to the lift coefficient as follows:
CD＝CD0+ACL 2
wherein, CD0Is a zero-lift drag coefficient, A is a lift-induced drag factor;
7. substituting 7) into 6) yields:
D＝qSCD0+qSACL 2
8. substituting 5) and 8) into 4) yields:
Figure BDA0002540362350000045
9. neglecting the gradient gamma and the track inclination angle theta, enabling gamma to be approximately equal to 0, and enabling theta to be approximately equal to 0 to be substituted into 9) to obtain:
Figure BDA0002540362350000046
10. substituting 10) into 9) yields:
Figure BDA0002540362350000047
11. order to
Figure BDA0002540362350000048
Substitution 11) yields:
Figure BDA0002540362350000051
12. the normal overload is:
Figure BDA0002540362350000052
13. the longitudinal overload is:
Figure BDA0002540362350000053
14. combining 13) and 4) to obtain:
Figure BDA0002540362350000054
15. combining 14) and 4) yields:
nx＝sinθ
16. combination of 12) and 15), 16) yields:
nz 2-1＝qCnx
wherein n isZNormal overload, nx longitudinal overload, q dynamic pressure and C parameters of the equivalent test flight model.
The dynamic pressure q in the airplane residual thrust equivalent test flight model is a known quantity, and the method comprises the step of substituting tested test data into the model in advance to reform C for strain, so that the airplane residual thrust equivalent test flight model is established.
In the using process of the invention, the normal overload n is obtained according to the spiralzThen obtaining the longitudinal overload n through the airplane residual thrust equivalent test flight modelx. Therefore, performance indexes of the longitudinal movement of the airplane, such as performance indexes of climbing and flat flight acceleration, can be obtained through further analysis, and the performance indexes do not need to be obtained through the trial flight of the airplane in the field. The test cost is saved, the test accuracy is improved, and the practicability is better.
On the other hand, the longitudinal overload n can be obtained by first accelerating the plane flightxAnd then obtaining the normal overload n through the equivalent test flight model of the residual thrust of the airplanez. Therefore, the performance index of the airplane hovering can be further analyzed and obtained without obtaining the performance index through the airplane test flight in the field. The test cost is saved, the test accuracy is improved, and the practicability is better.
The invention has the beneficial effects that:
according to the invention, the performance index to be tested can be directly obtained through the model, and the performance index does not need to be obtained through the on-site test flight of the airplane.
Detailed Description
Example 1:
the invention aims to construct an airplane residual thrust equivalent test flight model based on parameter identification, and aims to improve test flight efficiency, shorten test flight period and save test flight cost. In order to achieve the purpose, the invention adopts the technical scheme that:
1) in the track coordinate system, the dynamic equation of the mass center of the airplane motion is as follows:
Figure BDA0002540362350000061
wherein m airplane mass, V true speed, P available thrust, L lift force and D resistanceForce, Z sideslip force, alpha angle of attack, beta sideslip angle, gamma roll angle, theta track inclination, psi track yaw angle,
Figure BDA0002540362350000066
the engine mount angle, g is the gravitational acceleration.
2) On the basis of 1), the kinetic equation of the airplane with the slope climbing motion under the condition of keeping the speed and the climbing angle without considering the airplane sideslip motion is as follows:
Figure BDA0002540362350000062
3) in contrast, the engine mount angle
Figure BDA0002540362350000063
And the angle of attack alpha is generally small, considering it approximately as 0, then
Figure BDA0002540362350000064
4) Based on 3), the dynamic equation of the belt gradient climbing in 2) is as follows:
Figure BDA0002540362350000065
5) the lift L of the aircraft is calculated as follows:
L＝qSCL
wherein q is dynamic pressure, S is wing reference area, CLIs the lift coefficient.
6) The aircraft drag D is calculated as follows:
D＝qSCD
wherein q is dynamic pressure, S is wing reference area, CDIs the coefficient of resistance.
7) The drag coefficient is related to the lift coefficient as follows:
CD＝CD0+ACL 2
wherein, CD0Is zero lift drag coefficientAnd A is a lift drag factor.
8) Substituting 7) into 6) to obtain
D＝qSCD0+qSACL 2
9) Substituting 5) and 8) into 4) can obtain
Figure BDA0002540362350000071
10) Firstly, the gradient gamma and the track inclination angle theta are approximately processed, the gamma is approximately equal to 0, and the theta is approximately equal to 0 and is substituted into 9), and the method can be obtained
Figure BDA0002540362350000072
11) Substituting 10) into 9) to obtain
Figure BDA0002540362350000073
12) Order to
Figure BDA0002540362350000074
Substitution into 11) to obtain
Figure BDA0002540362350000075
13) Normal overload
Figure BDA0002540362350000076
14) Longitudinal overload
Figure BDA0002540362350000077
15) Combining 13) and 4) to obtain
Figure BDA0002540362350000078
16) Combining 14) and 4) to obtain
nx＝sinθ
17) Combining 12) and 15), 16) to obtain
1-nz 2＝qCnx
18) Similarly, the airplane with the slope is downward under the condition of keeping the speed and the downward sliding angle without considering the sideslip movement of the airplane on the basis of 1)
The kinetic equation for the sliding motion is as follows:
Figure BDA0002540362350000079
19) same as 3), the process in 18) is rewritten into
Figure BDA0002540362350000081
20) From the above 5) to 17), similarly, it is possible to obtain
nz 2-1＝qCnx
21) Comprehensively analyzing the non-sideslip inclined climbing and gliding motion of the airplane, and if the track inclination angle gamma during the climbing motion is negative and the track inclination angle gamma during the gliding motion is positive, the corresponding longitudinal overload nxNegative and positive, respectively, i.e. track pitch gamma and longitudinal carry strip nxThe symbols are the same.
22) In conclusion, the airplane residual thrust equivalent test flight model
nz 2-1＝qCnx
23) And obtaining a prediction model of the equivalent residual thrust test flight through the parameter C of the equivalent test flight model in the test flight data identification 23).
In the using process of the invention, the normal overload n is obtained according to the spiralzThen obtaining the longitudinal overload n through the airplane residual thrust equivalent test flight modelx. Can be further analyzedPerformance indicators for longitudinal movement of the aircraft, such as climbing and flat flight acceleration, are obtained without the need to obtain the performance indicators by trial flight of the aircraft in the field. The test cost is saved, the test accuracy is improved, and the practicability is better.
On the other hand, the longitudinal overload n can be obtained by first accelerating the plane flightxAnd then obtaining the normal overload n through the equivalent test flight model of the residual thrust of the airplanez. Therefore, the performance index of the airplane hovering can be further analyzed and obtained without obtaining the performance index through the airplane test flight in the field. The test cost is saved, the test accuracy is improved, and the practicability is better.
The method improves the test flight efficiency, shortens the test flight period and saves the test flight cost through the equivalent test flight model of the residual thrust of the airplane. The performance index to be tested can be directly obtained through the model, and the performance index does not need to be obtained through the on-site trial flight of the airplane, so that the testing cost is saved, the testing accuracy is improved, and the method has better practicability.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention in any way, and all simple modifications and equivalent variations of the above embodiments according to the technical spirit of the present invention are included in the scope of the present invention.

Claims (3)

1. The model is characterized in that the plane does not sideslip and has climbing and gliding movement with slopes, if the track inclination angle gamma during climbing movement is negative and the track inclination angle gamma during gliding movement is positive, the corresponding longitudinal overload n is carried outxNegative and positive respectively, said track pitch angle gamma and longitudinal passing band nxThe symbols are the same, and the airplane residual thrust equivalent test flight model is as follows:
nZ 2-1＝qCnx
wherein n isZNormal overload, nx longitudinal overload, q dynamic pressure and C parameters of the equivalent test flight model.
2. The parameter identification-based airplane residual thrust equivalent test flight model according to claim 1, wherein the derivation steps of the airplane residual thrust equivalent test flight model are as follows, regardless of the sideslip movement, the keeping speed and the climbing angle of the airplane:
(1) in the track coordinate system, the dynamic equation of the mass center of the airplane motion is as follows:
Figure FDA0002540362340000011
wherein m is the aircraft mass, V is the true speed, P is the available thrust, L is the lift, D is the drag, Z is the sideslip force, α is the angle of attack, β is the sideslip angle, γ is the roll angle, θ is the track inclination, ψ is the track yaw angle,
Figure FDA0002540362340000012
is an engine mounting angle, and g is gravity acceleration;
(2) on the basis of 1), the kinetic equation of the airplane with the slope climbing motion under the condition of keeping the speed and the climbing angle without considering the airplane sideslip motion is as follows:
Figure FDA0002540362340000013
(3) neglecting engine mount angle
Figure FDA0002540362340000014
And angle of attack α, then
Figure FDA0002540362340000015
(4) Based on 3), the dynamic equation of the belt gradient climbing in 2) is as follows:
Figure FDA0002540362340000016
(5) the lift L of the aircraft is calculated as follows:
L＝qSCL
wherein q is dynamic pressure, S is wing reference area, CLIs the coefficient of lift;
(6) the aircraft drag D is calculated as follows:
D＝qSCD
wherein, CDIs a coefficient of resistance;
(7) the drag coefficient is related to the lift coefficient as follows:
CD＝CD0+ACL 2
wherein, CD0Is a zero-lift drag coefficient, A is a lift-induced drag factor;
(8) substituting 7) into 6) yields:
D＝qSCD0+qSACL 2
(9) substituting 5) and 8) into 4) yields:
Figure FDA0002540362340000021
(10) neglecting the gradient gamma and the track inclination angle theta, enabling gamma to be approximately equal to 0, and enabling theta to be approximately equal to 0 to be substituted into 9) to obtain:
Figure FDA0002540362340000022
(11) substituting 10) into 9) yields:
Figure FDA0002540362340000023
(12) order to
Figure FDA0002540362340000024
Substitution 11) yields:
Figure FDA0002540362340000025
(13) the normal overload is:
Figure FDA0002540362340000026
(14) the longitudinal overload is:
Figure FDA0002540362340000027
(15) combining 13) and 4) to obtain:
Figure FDA0002540362340000028
(16) combining 14) and 4) yields:
nx＝sinθ
(17) combination of 12) and 15), 16) yields:
1-nz 2＝qCnx
wherein n isZNormal overload, nx longitudinal overload, q dynamic pressure and C parameters of the equivalent test flight model.
3. The parameter identification-based airplane residual thrust equivalent test flight model according to claim 1, wherein the airplane residual thrust equivalent test flight model is derived by the following steps without considering airplane sideslip movement and keeping speed and glide angle:
(1) in the track coordinate system, the dynamic equation of the mass center of the airplane motion is as follows:
Figure FDA0002540362340000031
wherein m is the aircraft mass, V is the true speed, P is the available thrust, L is the lift, and D is the dragZ is sideslip force, alpha is an attack angle, beta is a sideslip angle, gamma is a roll angle, theta is a track inclination angle, psi is a track deflection angle,
Figure FDA0002540362340000032
is an engine mounting angle, and g is gravity acceleration;
(2) on the basis of the dynamic equation of the mass center of the airplane motion, the dynamic equation of the airplane with slope gliding motion is as follows:
Figure FDA0002540362340000033
(3) neglecting engine mount angle
Figure FDA0002540362340000034
And angle of attack α, then
Figure FDA0002540362340000035
The kinetic equation for the motion of the airplane with the slope glide is as follows:
Figure FDA0002540362340000036
(4) the lift L of the aircraft is calculated as follows:
L＝qSCL
wherein q is dynamic pressure, S is wing reference area, CLIs the coefficient of lift;
(5) the aircraft drag D is calculated as follows:
D＝qSCD
wherein, CDIs a coefficient of resistance;
(6) the drag coefficient is related to the lift coefficient as follows:
CD＝CD0+ACL 2
wherein, CD0Is a zero-lift drag coefficient, A is a lift-induced drag factor;
(7) substituting 7) into 6) yields:
D＝qSCDO+qSACL 2
(8) substituting 5) and 8) into 4) yields:
Figure FDA0002540362340000041
(9) neglecting the gradient gamma and the track inclination angle theta, enabling gamma to be approximately equal to 0, and enabling theta to be approximately equal to 0 to be substituted into 9) to obtain:
Figure FDA0002540362340000042
(10) substituting 10) into 9) yields:
Figure FDA0002540362340000043
(11) order to
Figure FDA0002540362340000044
Substitution 11) yields:
Figure FDA0002540362340000045
(12) the normal overload is:
Figure FDA0002540362340000046
(13) the longitudinal overload is:
Figure FDA0002540362340000047
(14) combining 13) and 4) to obtain:
Figure FDA0002540362340000048
(15) combining 14) and 4) yields:
nx＝sinθ
(16) combination of 12) and 15), 16) yields:
nz 2-1＝qCnx
wherein n isZNormal overload, nx longitudinal overload, q dynamic pressure and C parameters of the equivalent test flight model.
CN202010546607.5A 2020-06-15 2020-06-15 Airplane residual thrust equivalent test flight method based on parameter identification Active CN111914345B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202010546607.5A CN111914345B (en) 2020-06-15 2020-06-15 Airplane residual thrust equivalent test flight method based on parameter identification

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202010546607.5A CN111914345B (en) 2020-06-15 2020-06-15 Airplane residual thrust equivalent test flight method based on parameter identification

Publications (2)

Publication Number Publication Date
CN111914345A true CN111914345A (en) 2020-11-10
CN111914345B CN111914345B (en) 2021-06-08

Family

ID=73237895

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010546607.5A Active CN111914345B (en) 2020-06-15 2020-06-15 Airplane residual thrust equivalent test flight method based on parameter identification

Country Status (1)

Country Link
CN (1) CN111914345B (en)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114647892A (en) * 2022-03-18 2022-06-21 成都飞机工业（集团）有限责任公司 Method for correcting coupling maneuverability under calibration weight based on test flight data
CN114896681A (en) * 2022-03-18 2022-08-12 成都飞机工业（集团）有限责任公司 Climbing performance correction method based on coupled spiral climbing test flight data
CN114896680A (en) * 2022-03-18 2022-08-12 成都飞机工业（集团）有限责任公司 Stable hovering overload correction method based on climbing test flight data

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020193920A1 (en) * 2001-03-30 2002-12-19 Miller Robert H. Method and system for detecting a failure or performance degradation in a dynamic system such as a flight vehicle
CN106507927B (en) * 2005-05-20 2010-03-10 成都飞机工业（集团）有限责任公司 With the pneumatic equivalent method for determining modes of aircraft of time domain
CN103926931A (en) * 2014-04-15 2014-07-16 西北工业大学 Comprehensive identification method for motion characteristics of axisymmetric high-speed flight vehicle
CN105204336A (en) * 2015-11-02 2015-12-30 江西洪都航空工业集团有限责任公司 Method for distinguishing aircraft motion mode
CN105509946A (en) * 2015-12-03 2016-04-20 成都飞机工业（集团）有限责任公司 Method for recognizing efficiency of aircraft elevator
CN106114876A (en) * 2016-08-25 2016-11-16 中国商用飞机有限责任公司 Parameter identification method for airplane test flight data
CN108108534A (en) * 2017-12-06 2018-06-01 中国航空工业集团公司西安航空计算技术研究所 A kind of aircraft parameter computation model defines method
CN109271652A (en) * 2018-07-12 2019-01-25 哈尔滨工程大学 Ship transverse direction three-degree-of-freedom motion parameter identification method based on multi-objective Evolutionary Algorithm
CN110502817A (en) * 2019-08-13 2019-11-26 成都飞机工业（集团）有限责任公司 A kind of three-dimensional flight profile, mission profile parameterization design method
WO2020033418A1 (en) * 2018-08-07 2020-02-13 3Dfortify Systems and methods for alignment of anisotropic inclusions in additive manufacturing processes
DE102018214934A1 (en) * 2018-09-03 2020-03-05 Volkswagen Aktiengesellschaft Surface smoothing process

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020193920A1 (en) * 2001-03-30 2002-12-19 Miller Robert H. Method and system for detecting a failure or performance degradation in a dynamic system such as a flight vehicle
CN106507927B (en) * 2005-05-20 2010-03-10 成都飞机工业（集团）有限责任公司 With the pneumatic equivalent method for determining modes of aircraft of time domain
CN103926931A (en) * 2014-04-15 2014-07-16 西北工业大学 Comprehensive identification method for motion characteristics of axisymmetric high-speed flight vehicle
CN105204336A (en) * 2015-11-02 2015-12-30 江西洪都航空工业集团有限责任公司 Method for distinguishing aircraft motion mode
CN105509946A (en) * 2015-12-03 2016-04-20 成都飞机工业（集团）有限责任公司 Method for recognizing efficiency of aircraft elevator
CN106114876A (en) * 2016-08-25 2016-11-16 中国商用飞机有限责任公司 Parameter identification method for airplane test flight data
CN108108534A (en) * 2017-12-06 2018-06-01 中国航空工业集团公司西安航空计算技术研究所 A kind of aircraft parameter computation model defines method
CN109271652A (en) * 2018-07-12 2019-01-25 哈尔滨工程大学 Ship transverse direction three-degree-of-freedom motion parameter identification method based on multi-objective Evolutionary Algorithm
WO2020033418A1 (en) * 2018-08-07 2020-02-13 3Dfortify Systems and methods for alignment of anisotropic inclusions in additive manufacturing processes
DE102018214934A1 (en) * 2018-09-03 2020-03-05 Volkswagen Aktiengesellschaft Surface smoothing process
CN110502817A (en) * 2019-08-13 2019-11-26 成都飞机工业（集团）有限责任公司 A kind of three-dimensional flight profile, mission profile parameterization design method

Non-Patent Citations (3)

* Cited by examiner, † Cited by third party
Title
KHALED S. HATAMLEH 等: "An UAV Model Parameter Identification Method", 《INTERNATIONAL JOURNAL OF INFORMATION ACQUISITION》 *
刘华勇，苗文中: "空速的GPS试飞校准方法", 《航空学报》 *
沈龙腾: "一种基于参数辨识的直升机飞行动力学建模方法研究", 《中国优秀硕士学位论文全文数据库（工程科技Ⅱ辑）》 *

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114647892A (en) * 2022-03-18 2022-06-21 成都飞机工业（集团）有限责任公司 Method for correcting coupling maneuverability under calibration weight based on test flight data
CN114896681A (en) * 2022-03-18 2022-08-12 成都飞机工业（集团）有限责任公司 Climbing performance correction method based on coupled spiral climbing test flight data
CN114896680A (en) * 2022-03-18 2022-08-12 成都飞机工业（集团）有限责任公司 Stable hovering overload correction method based on climbing test flight data
CN114896680B (en) * 2022-03-18 2024-06-07 成都飞机工业（集团）有限责任公司 Stable spiral overload correction method based on climbing flight test data
CN114896681B (en) * 2022-03-18 2024-06-11 成都飞机工业（集团）有限责任公司 Climbing performance correction method based on coupling spiral climbing flight test data

Also Published As

Publication number Publication date
CN111914345B (en) 2021-06-08

Similar Documents

Publication Publication Date Title
CN111914345B (en) Airplane residual thrust equivalent test flight method based on parameter identification
CN104778336B (en) A kind of aircraft picketing load calculation method
CN102117362B (en) Light airplane horizontal tail design load determination method under slipstream influence
CN111767609A (en) Method for correcting climbing rate based on standard weight of test flight data
CN114910244A (en) Full-aircraft model gust load alleviation wind tunnel test method based on forward-looking feedback
CN109724767B (en) A kind of wind-tunnel aerofoil profile dynamic test model based on Bionic Design
Bauknecht et al. Wind tunnel test of a rotorcraft with lift compounding
CN116933400B (en) Method for constructing aerodynamic moment model of coupling uncertainty
CN117708985A (en) Machine learning-based high-speed double-spin unsteady aerodynamic prediction method
CN111914344B (en) Method for processing polar curve test flight data of airplane
CN109543297A (en) A kind of modification method of airframe to ejector seat aerodynamic interference
CN111767608A (en) Cruise section oil consumption correction method based on test flight data standard weight
CN108333945A (en) The distributed fully excitation input signal design method of airplane flutter experiment
CN115062497B (en) Airplane brake energy estimation method
CN115618502B (en) Efficient design method suitable for air intake and exhaust of propeller-driven aircraft engine radiator
CN112149232A (en) Heavy helicopter flight dynamics rigid-elastic coupling modeling method
CN112793805A (en) Full-machine drop-out shrinkage ratio model test method
CN117740307B (en) Method for predicting performance of full-size rotor wing
CN114781281B (en) Method and device for correcting vertical acceleration simulation deficiency of mechanical-elastic separation release test
Reddy et al. Design and Analysis of Aircraft Wing Angles Estmation Using Python Tool
Asher et al. Developing a probabilistic load spectrum for fatigue modeling
CN111174885A (en) Method for classifying and sectionally acquiring signals of vehicle dynamic weighing sensor
CN113345297B (en) Data construction method for simulating water take-off and landing of airplane
Yao et al. Improved YOLO Pedestrian Detection Algorithm Based on Attention Mechanism
CN112067226B (en) Long straight wing wind tunnel model dynamic coupling test method with resistance rudder

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant