CN111914345B - Airplane residual thrust equivalent test flight method based on parameter identification - Google Patents

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

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CN111914345B
CN111914345B CN202010546607.5A CN202010546607A CN111914345B CN 111914345 B CN111914345 B CN 111914345B CN 202010546607 A CN202010546607 A CN 202010546607A CN 111914345 B CN111914345 B CN 111914345B
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刘志林
苗文中
郑权
杨海庆
贺振玲
陶义建
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Chengdu Aircraft Industrial Group Co Ltd
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Abstract

The invention discloses an airplane residual thrust equivalent test flight method 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 method 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 method 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 method 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 method is characterized in that the airplane does not sideslip and has climbing and gliding movement with slopes, if track inclination angle theta during climbing movement is negative and track inclination angle theta during gliding movement is positive, corresponding longitudinal overload n is carried outxNegative and positive respectively, said track pitch angle theta and longitudinal carry belt nxThe symbols are the same, and the airplane residual thrust equivalent test flight model is as follows:
nZ 2-1＝q Cnx
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 GDA0002966778550000011
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 GDA0002966778550000021
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 GDA0002966778550000022
3) neglecting engine mount angle
Figure GDA0002966778550000023
And angle of attack α, then
Figure GDA0002966778550000024
α≈0；
4) Based on 3), the dynamic equation of the belt gradient climbing in 2) is as follows:
Figure GDA0002966778550000025
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 GDA0002966778550000026
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 GDA0002966778550000027
11) substituting 10) into 9) yields:
Figure GDA0002966778550000031
12) order to
Figure GDA0002966778550000032
Substitution 11) yields:
Figure GDA0002966778550000033
13) the normal overload is:
Figure GDA0002966778550000034
14) the longitudinal overload is:
Figure GDA0002966778550000035
15) combining 13) and 4) to obtain:
Figure GDA0002966778550000036
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 GDA0002966778550000037
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 GDA0002966778550000038
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 GDA0002966778550000041
3. neglecting engine mount angle
Figure GDA0002966778550000042
And angle of attack α, then
Figure GDA0002966778550000043
α ≈ 0, then the kinetic equation for the airplane with slope gliding motion is as follows:
Figure GDA0002966778550000044
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 6) into 5) yields:
D＝qSCD0+qSACL 2
8. substituting 4) and 7) into 3) yields:
Figure GDA0002966778550000045
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 8) to obtain:
Figure GDA0002966778550000046
10. substituting 9) into 8) yields:
Figure GDA0002966778550000051
11. order to
Figure GDA0002966778550000052
Substitution 10) gives:
Figure GDA0002966778550000053
12. the normal overload is:
Figure GDA0002966778550000054
13. the longitudinal overload is:
Figure GDA0002966778550000055
14. combining 12) and 3) yields:
Figure GDA0002966778550000056
15. combining 13) and 3) to obtain:
nx＝Sinθ
16. combination of 11) and 14), 15) gives:
nZ 2-1＝q Cnx
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. Thus, performance indicators of the longitudinal movement of the aircraft, such as climbing, level flight acceleration, can be further evaluatedWithout the need to obtain performance indicators by trial flight in the field of the aircraft. 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 equivalent test flight method of residual thrust of an airplane 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 GDA0002966778550000061
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 GDA0002966778550000062
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 GDA0002966778550000063
3) neglecting engine mount angle
Figure GDA0002966778550000064
And angle of attack α, then
Figure GDA0002966778550000065
α≈0；
4) Based on 3), the dynamic equation of the belt gradient climbing in 2) is as follows:
Figure GDA0002966778550000066
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 GDA0002966778550000071
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 GDA0002966778550000072
11) substituting 10) into 9) yields:
Figure GDA0002966778550000073
12) order to
Figure GDA0002966778550000074
Substitution 11) yields:
Figure GDA0002966778550000075
13) the normal overload is:
Figure GDA0002966778550000076
14) the longitudinal overload is:
Figure GDA0002966778550000077
15) combining 13) and 4) to obtain:
Figure GDA0002966778550000078
16) combining 14) and 4) yields:
nx＝Sinθ
17) combination of 12) and 15), 16) yields:
1-nz 2＝qCnx
18) similarly, the kinetic equation of the airplane with the slope gliding movement is as follows on the basis of 1) under the condition that the speed and the gliding angle are kept without considering the airplane sideslip movement:
Figure GDA0002966778550000081
19) same as 3), the process in 18) is rewritten into
Figure GDA0002966778550000082
20) From the above 5) to 17), similarly, it is possible to obtain
nz 2-1＝q Cnx
21) Comprehensively analyzing the non-sideslip inclined climbing and gliding motion of the airplane, and if the track inclination angle theta during the climbing motion is negative and the track inclination angle theta during the gliding motion is positive, the corresponding longitudinal overload nxNegative and positive, respectively, i.e. track pitch theta and longitudinal carry band nxThe symbols are the same.
22) In conclusion, the airplane residual thrust equivalent test flight model
nz 2-1＝q Cnx
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. 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. Thus can be further analyzedThe performance index of the airplane hovering can be obtained without trying to fly by the airplane 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 method is characterized in that the airplane does not sideslip and has climbing and gliding movement with slopes, and if a track inclination angle theta during climbing movement is negative and a track inclination angle theta during gliding movement is positive, corresponding longitudinal overload n is carried outxNegative and positive respectively, said track pitch angle theta and longitudinal carry belt 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 method for equivalent test flight of residual thrust of the airplane based on parameter identification according to claim 1, wherein the derivation step of the equivalent test flight model of residual thrust of the airplane is as follows without considering sideslip movement of the airplane and keeping speed and climbing angle:
1) in the track coordinate system, the dynamic equation of the mass center of the airplane motion is as follows:
Figure FDA0002966778540000011
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 FDA0002966778540000012
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 FDA0002966778540000013
3) neglecting engine mount angle
Figure FDA0002966778540000014
And angle of attack α, then
Figure FDA0002966778540000015
α≈0；
4) Based on 3), the dynamic equation of the belt gradient climbing in 2) is as follows:
Figure FDA0002966778540000016
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 FDA0002966778540000021
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 FDA0002966778540000022
11) substituting 10) into 9) yields:
Figure FDA0002966778540000023
12) order to
Figure FDA0002966778540000024
Substitution 11) yields:
Figure FDA0002966778540000025
13) the normal overload is:
Figure FDA0002966778540000026
14) the longitudinal overload is:
Figure FDA0002966778540000027
15) combining 13) and 4) to obtain:
Figure FDA0002966778540000031
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 method for equivalent test flight of residual thrust of aircraft based on parameter identification according to claim 1, wherein the derivation step of the equivalent test flight model of residual thrust of aircraft without considering sideslip motion of aircraft and keeping velocity and glide angle is as follows:
1) in the track coordinate system, the dynamic equation of the mass center of the airplane motion is as follows:
Figure FDA0002966778540000032
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 FDA0002966778540000033
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 FDA0002966778540000034
3) neglecting engine mount angle
Figure FDA0002966778540000035
And angle of attack α, then
Figure FDA0002966778540000036
α ≈ 0, then the kinetic equation for the airplane with slope gliding motion is as follows:
Figure FDA0002966778540000037
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 6) into 5) yields:
D＝qSCD0+qSACL 2
8) substituting 4) and 7) into 3) yields:
Figure FDA0002966778540000041
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 8) to obtain:
Figure FDA0002966778540000042
10) substituting 9) into 8) yields:
Figure FDA0002966778540000043
11) order to
Figure FDA0002966778540000044
Substitution 10) gives:
Figure FDA0002966778540000045
12) the normal overload is:
Figure FDA0002966778540000051
13) the longitudinal overload is:
Figure FDA0002966778540000052
14) combining 12) and 3) yields:
Figure FDA0002966778540000053
15) combining 13) and 3) to obtain:
nx＝sinθ
16) combination of 11) and 14), 15) gives:
nZ 2-1＝qCnx
wherein n isZFor normal overload, nxIs longitudinally overloaded, q isAnd dynamic pressure C is a parameter of the equivalent test flight model.
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