CN112528407B - Subsonic cruise flight optimization design method for fixed-wing aircraft - Google Patents
Subsonic cruise flight optimization design method for fixed-wing aircraft Download PDFInfo
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Abstract
The application belongs to the field of flight mechanics, and particularly relates to a subsonic cruise flight optimization design method for a fixed-wing aircraft. The method comprises the following steps: step one, obtaining flight parameters of a fixed-wing aircraft, wherein the flight parameters comprise a maximum lift-drag ratio K max Coefficient of cruising lift C y And a cruise Mach number M; step two, determining the thrust oil consumption rate C of the cruise entry point engine according to the flight parameters e0 And cruise end point engine thrust fuel consumption rate C e1 (ii) a Thirdly, according to the cruise entry point, the thrust fuel consumption rate C of the engine e0 And cruise ending point engine thrust fuel consumption rate C e1 Calculating average oil consumption rate, and calculating oil consumption rate C by taking the average oil consumption rate as voyage e (ii) a Step four, calculating the oil consumption rate C according to the voyage e The variable-height cruise range L of the fixed-wing aircraft is calculated. According to the subsonic cruising range optimization design method for the fixed wing aircraft, a large amount of original data used by professional performance software or simulation software is not needed, calculation is fast and simple, and the requirement of model demonstration precision is met.
Description
Technical Field
The application belongs to the field of flight mechanics, and particularly relates to a subsonic cruise flight optimization design method for a fixed-wing aircraft.
Background
The range is one of the important tactical technical indexes of the airplane, and the maximum range often plays a decisive role in the background of competitive procurement.
At the beginning of design, due to the lack of complete and exhaustive computational analysis data, for fixed wing aircraft, the range is currently determined by the following classical formula:
however, in the aspect of actually selecting the lift-drag ratio and the cruising speed of the airplane, due to different modes and methods, the selectivity of each design and research unit is often higher, so that the index does not reach the standard during the shaping and assessment of the airplane.
Accordingly, a technical solution is desired to overcome or at least alleviate at least one of the above-mentioned drawbacks of the prior art.
Disclosure of Invention
The application aims to provide a subsonic cruise flight optimization design method for a fixed-wing aircraft, so as to solve at least one problem in the prior art.
The technical scheme of the application is as follows:
a subsonic cruise flight optimization design method for a fixed wing aircraft comprises the following steps:
step one, obtaining flight parameters of a fixed-wing aircraft, wherein the flight parameters comprise a maximum lift-drag ratio K max Coefficient of cruising lift C y And a cruise Mach number M;
step two, determining the thrust oil consumption rate C of the cruise entry point engine according to the flight parameters e0 And cruise end point engine thrust fuel consumption rate C e1 ；
Thirdly, according to the cruise entry point, the thrust fuel consumption rate C of the engine e0 And cruise end point engine thrust fuel consumption rate C e1 Calculating average oil consumption rate, and calculating oil consumption rate C by taking the average oil consumption rate as voyage e ；
Step four, calculating the oil consumption rate C according to the voyage e The variable-height cruise range L of the fixed-wing aircraft is calculated.
Optionally, in step one, the maximum lift-drag ratio K max Comprises the following steps:
wherein, K max At maximum lift-drag ratio, L is aircraft lift, D is aircraft drag, A is induced drag factor, C D0 The coefficient of zero resistance of the airplane;
coefficient of cruising lift C y Comprises the following steps:
wherein is the cruise lift coefficient C y ，C D0 Is the zero drag coefficient of the airplane, A is the induced drag factor, G is the weight of the airplane, P h Atmospheric pressure, M is cruise Mach number, and S is wing area;
the cruise Mach number M is as follows:
wherein G is the weight of the aircraft, ρ is the atmospheric density, S is the wing area, A is the induced drag factor, C D0 Is the zero drag coefficient of the aircraft, a 11 At a speed of sound of 11km height.
Optionally, in step two, the cruise entry point engine thrust fuel consumption rate C is determined according to the flight parameters e0 The method comprises the following steps:
initial aircraft weight G setting cruise entry point Taking off According to the aircraft weight G, according to the cruise lift coefficient C y The formula is derived as follows:
G＝0.7P h ·M 2 ·S·Cy
the atmospheric pressure P is calculated by the above formula h According to the atmospheric pressure P h Converted flying height
And from the flying height
Determining the total fuel consumption;
aircraft weight G setting cruise entry point 0 Subtracting the total fuel consumption from the aircraft weight G, and performing one iteration by the above formula to calculate the atmospheric pressure P h According to the atmospheric pressure P h Converted flying height H 0 ；
Judgment of
And H 0 If not, the engine thrust P is calculated according to the following formula:
P＝G 0 /K opt
wherein P is engine thrust, G 0 Aircraft weight at cruise entry point, K opt The lift-drag ratio is optimal;
according to the flight height H 0 The cruise Mach number M and the engine thrust P are inquired, and the engine thrust fuel consumption rate C at the cruise entry point is obtained by inquiring an engine data report e0 。
Optionally, in step two, determining the fuel consumption rate C of the engine thrust at the cruise ending point according to the flight parameters e1 The method comprises the following steps:
initial aircraft weight G for setting cruise end point End up For the weight G of the empty aircraft Air machine According to the coefficient of cruise lift C y The formula is derived as follows:
G＝0.7P h ·M 2 ·S·Cy
the atmospheric pressure P is calculated by the above formula h According to the atmospheric pressure P h Converted flying height
And from the flying height
Determining a total fuel demand;
aircraft weight G for setting cruise end point 1 For the weight G of the empty aircraft Air machine Adding the total fuel oil demand, and performing one iteration according to the formula to calculate the atmospheric pressure P h According to the atmospheric pressure P h Converted flying height H 1 ；
Judgment of
And H 1 If not, the engine thrust P is calculated according to the following formula:
P＝G 1 /K opt
wherein P is engine thrust, G 1 Aircraft weight at cruise end, K opt The lift-drag ratio is optimal;
according to the flight height H 1 The cruise Mach number M and the engine thrust P are inquired, and the engine data report is inquired to obtain the engine thrust oil consumption rate C at the cruise ending point e1 。
Optionally, in the third step, calculating the fuel consumption rate C in the voyage e Comprises the following steps:
C e ＝(C e0 +C e1 )/2
wherein, C e Calculating the fuel consumption for the voyage, C e0 Engine thrust fuel consumption at cruise entry point, C e1 The fuel consumption rate of the engine thrust at the cruise ending point.
Optionally, in step four, the variable-height cruise range L of the fixed-wing aircraft is calculated by the following formula:
wherein L is the cruise range of the variable height, K is the lift-drag ratio, C e Calculating fuel consumption for voyage, G 0 Aircraft weight at cruise entry point, G 1 The aircraft weight at the cruise end point.
The invention has at least the following beneficial technical effects:
according to the subsonic cruising range optimization design method for the fixed wing aircraft, a large amount of original data used by professional performance software or simulation software is not needed, calculation is fast and simple, and the requirement of model demonstration precision is met.
Drawings
FIG. 1 is a flow chart of a method for optimizing a subsonic cruise flight design of a fixed wing aircraft according to an embodiment of the present application;
FIG. 2 is a schematic illustration of a variable altitude cruise flight profile of a fixed wing aircraft according to one embodiment of the present application.
Detailed Description
In order to make the implementation objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are a subset of the embodiments in the present application and not all embodiments in the present application. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without making any creative effort belong to the protection scope of the present application. Embodiments of the present application will be described in detail below with reference to the accompanying drawings.
In the description of the present application, it is to be understood that the terms "center", "longitudinal", "lateral", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are used merely for convenience in describing the present application and for simplifying the description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed in a particular orientation, and be operated, and therefore should not be construed as limiting the scope of the present application.
The present application is described in further detail below with reference to fig. 1-2.
The application provides a subsonic cruising range optimization design method for a fixed wing aircraft, which comprises the following steps:
step one, obtaining flight parameters of a fixed-wing aircraft, wherein the flight parameters comprise a maximum lift-drag ratio K max Coefficient of cruising lift C y And a cruise Mach number M;
step two, determining the thrust oil consumption rate C of the cruise entry point engine according to the flight parameters e0 And cruise end point engine thrust fuel consumption rate C e1 ；
Thirdly, according to the cruise entry point, the thrust fuel consumption rate C of the engine e0 And cruise end point engine thrust fuel consumption rate C e1 Calculating average oil consumption rate, and calculating oil consumption rate C by taking the average oil consumption rate as voyage e ；
Step four, calculating the oil consumption rate C according to the voyage e The variable-height cruise range L of the fixed-wing aircraft is calculated.
The method for optimally designing the subsonic cruising range of the fixed-wing aircraft is carried out under the cruising configuration of the aircraftThe flight design of a general airplane needs to consider the fuel consumption to adjust the flight altitude, the cruise mode with the optimal lift-drag ratio constant speed is adopted, the normal flight altitude is more than 11km, the reference cruise Mach number M is selected, the cruise initial point and the cruise end point are determined by iteration, wherein the optimal lift-drag ratio K is opt Selected as the maximum lift-to-drag ratio K max 0.943 times and thus obtain a cruise use lift coefficient C y And the flight angle of attack alpha.
Specifically, the subsonic cruising range optimal design method of the fixed wing aircraft has the following classical formula for a camber-free wing profile in the first step:
wherein, C D Is the aircraft drag coefficient, C D0 The coefficient is the zero resistance coefficient of the airplane, and A is an induced resistance factor;
it can be deduced that: maximum lift-drag ratio K max Comprises the following steps:
wherein, K max At maximum lift-drag ratio, L is aircraft lift, D is aircraft drag, A is induced drag factor, C D0 The coefficient of zero resistance of the airplane;
the cruise lift coefficient C can be derived from the variable cruise optimization y Comprises the following steps:
wherein is the cruise lift coefficient C y ，C D0 Is the zero drag coefficient of the airplane, A is the induced drag factor, G is the weight of the airplane, P h The pressure is atmospheric pressure, M is cruise Mach number, and S is wing area;
the cruise Mach number M is obtained by a semi-empirical formula as follows:
wherein G is the weight of the aircraft, ρ is the atmospheric density, S is the wing area, A is the induced drag factor, C D0 Is the zero drag coefficient of the aircraft, a 11 At a speed of sound of 11km height.
According to the subsonic cruising range optimization design method of the fixed-wing aircraft, in the second step, the cruising entry point engine thrust oil consumption rate C is determined according to flight parameters e0 The method comprises the following steps:
initial aircraft weight G setting cruise entry point Taking off Weight G of the aircraft, in accordance with the coefficient of cruise lift C y The formula is derived as follows:
G＝0.7P h ·M 2 ·S·Cy
the atmospheric pressure P is calculated by the above formula h From the atmospheric pressure P h Converting the actual pressure height to be used as the flying height
And from flying height
And from the flying height
Determining the total fuel consumption; the actual pressure height can also be obtained by inquiring an airplane design manual, and the total fuel consumption of ground test run, takeoff and climb is determined by utilizing empirical data or performing takeoff and climb calculation by means of professional software;
aircraft weight G setting cruise entry point 0 Subtracting the total fuel consumption from the aircraft weight G, and performing one iteration by the above formula to calculate the atmospheric pressure P h According to the atmospheric pressure P h Converted flying height H 0 ；
Judgment of
And H 0 If not, the engine thrust P is calculated according to the following formula:
P＝G 0 /K opt
wherein P is engine thrust, G 0 Aircraft weight at cruise entry point, K opt The lift-drag ratio is optimal;
general case one iteration comparison
And H 0 The error is not more than 5%, and the demonstration design requirement can be met;
according to the flight height H 0 The cruise Mach number M and the engine thrust P are inquired, and the engine thrust fuel consumption rate C at the cruise entry point is obtained by inquiring an engine data report e0 。
According to the subsonic cruising range optimization design method of the fixed-wing aircraft, in the second step, the fuel consumption rate C of the engine thrust at the cruising ending point is determined according to flight parameters e1 The method comprises the following steps:
initial aircraft weight G for setting cruise end point End up For the weight G of the empty aircraft Air machine According to the coefficient of cruise lift C y The formula is derived as follows:
G＝0.7P h ·M 2 ·S·Cy
the atmospheric pressure P is calculated by the above formula h According to the atmospheric pressure P h Converting the actual pressure height to be used as the flying height
And from the flying height
Determining a total fuel demand; the actual pressure height can also be obtained by inquiring an airplane design manual, and the glide and flight path and the total landing fuel demand are calculated by utilizing empirical data or military standard/model specification or by means of professional software;
aircraft weight G for setting cruise end point 1 For the empty weight of the aircraftQuantity G Air machine Adding the total fuel oil demand, and performing one iteration according to the formula to calculate the atmospheric pressure P h According to the atmospheric pressure P h Converted flying height H 1 ；
Judgment of
And H 1 If not, the engine thrust P is calculated according to the following formula:
P＝G 1 /K opt
wherein P is engine thrust, G 1 Aircraft weight at cruise end, K opt The lift-drag ratio is optimal;
according to the flight height H 1 The cruise Mach number M and the engine thrust P are inquired, and the engine data report is inquired to obtain the engine thrust oil consumption rate C at the cruise ending point e1 。
The subsonic cruising range optimization design method of the fixed-wing aircraft comprises the third step of calculating the fuel consumption rate C of the range e Comprises the following steps:
C e ＝(C e0 +C e1 )/2
wherein, C e Calculating the fuel consumption for the voyage, C e0 Engine thrust fuel consumption at cruise entry point, C e1 The fuel consumption rate of the engine thrust at the cruise ending point.
In this embodiment, according to the variation range of the oil consumption rates of the two points, the oil consumption rate of the half-oil-weight aircraft state can be calculated by the above method to check.
The subsonic cruise range optimization design method of the fixed-wing aircraft comprises the following steps of calculating a variable-height cruise range L of the fixed-wing aircraft according to a formula (1):
wherein L is the cruise range of the variable height, K is the lift-drag ratio, C e Calculating fuel consumption for voyage, G 0 Aircraft at cruise access pointWeight, G 1 The aircraft weight at the cruise end point.
In this embodiment, the variable-height cruise flight range L is calculated by using the formula (1), because the variable-height cruise flight path angle is small, the L can be considered as the horizontal flight distance by short sight, and the equation (3) can be used for deriving to calculate the flight path angle, so as to calculate the more accurate horizontal flight distance of the airplane, and the calculated flight distance is the maximum flight range of the airplane after the horizontal flight distances of climbing and gliding are counted.
In one embodiment of the present application, the values of the parameters in the various steps are shown in table 1:
TABLE 1
According to the subsonic cruise flight optimization design method of the fixed wing aircraft, through flight optimization, the cruise altitude speed is selected and matched with the dynamic characteristics, and the optimal lift-drag ratio of the aircraft is exerted, so that the flight is optimal, and the setting risk caused by high parameter selection is greatly reduced. According to the method, professional performance software or a large amount of original data used by simulation software are not needed, the calculation is fast and simple, the requirement of model demonstration precision is met, and the method can be expanded to fast analysis of each stage of model design.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (4)
1. A subsonic cruise flight optimization design method for a fixed wing aircraft is characterized by comprising the following steps:
step oneObtaining flight parameters of the fixed-wing aircraft, wherein the flight parameters comprise a maximum lift-drag ratio K max Coefficient of cruising lift C y And a cruise Mach number M;
the maximum lift-drag ratio K max Comprises the following steps:
wherein, K max At maximum lift-drag ratio, L is aircraft lift, D is aircraft drag, A is induced drag factor, C D0 The airplane zero-resistance coefficient;
coefficient of cruising lift C y Comprises the following steps:
wherein is the cruise lift coefficient C y ，C D0 Is the zero drag coefficient of the airplane, A is the induced drag factor, G is the weight of the airplane, P h Atmospheric pressure, M is cruise Mach number, and S is wing area;
the cruise Mach number M is as follows:
wherein G is the weight of the aircraft, ρ is the atmospheric density, S is the wing area, A is the induced drag factor, C D0 Is the zero drag coefficient of the aircraft, a 11 A sound speed of 11km height;
step two, determining the thrust oil consumption rate C of the cruise entry point engine according to the flight parameters e0 And cruise end point engine thrust fuel consumption rate C e1 ；
Determining cruise entry point engine thrust fuel consumption rate C from the flight parameters e0 The method comprises the following steps:
initial aircraft weight G to set cruise entry point Taking off Is the aircraft weight G, according toCoefficient of cruising lift C y The formula is derived as follows:
G＝0.7P h ·M 2 ·S·Cy
the atmospheric pressure P is calculated by the above formula h According to the atmospheric pressure P h Converted flying height
And from the flying height
Determining the total fuel consumption;
aircraft weight G setting cruise entry point 0 Subtracting the total fuel consumption from the aircraft weight G, and performing one iteration by the above formula to calculate the atmospheric pressure P h According to the atmospheric pressure P h Converted flying height H 0 ；
Judgment of
And H 0 If not, the engine thrust P is calculated according to the following formula:
P＝G 0 /K opt
wherein P is engine thrust, G 0 Aircraft weight at cruise entry point, K opt The lift-drag ratio is optimal;
according to the flight height H 0 The cruise Mach number M and the engine thrust P are inquired, and the engine thrust fuel consumption rate C at the cruise entry point is obtained by inquiring an engine data report e0 ；
Thirdly, according to the cruise entry point, the thrust fuel consumption rate C of the engine e0 And cruise end point engine thrust fuel consumption rate C e1 Calculating average oil consumption rate, and calculating oil consumption rate C by taking the average oil consumption rate as voyage e ；
Step four, calculating the oil consumption rate C according to the voyage e The variable-height cruise range L of the fixed-wing aircraft is calculated.
2. According to claim1, the subsonic cruising range optimization design method of the fixed-wing aircraft is characterized in that in the second step, the engine thrust oil consumption rate C of the cruising ending point is determined according to the flight parameters e1 The method comprises the following steps:
initial aircraft weight G for setting cruise end point End up For the weight G of the empty aircraft Air machine According to the coefficient of cruise lift C y The formula is derived as follows:
G＝0.7P h ·M 2 ·S·Cy
the atmospheric pressure P is calculated by the above formula h According to the atmospheric pressure P h Converted flying height
And from the flying height
Determining a total fuel demand;
aircraft weight G for setting cruise end point 1 For the weight G of the empty aircraft Air machine Adding the total fuel oil demand, and performing one iteration according to the formula to calculate the atmospheric pressure P h According to the atmospheric pressure P h Converted flying height H 1 ；
Judgment of
And H 1 If not, the engine thrust P is calculated according to the following formula:
P＝G 1 /K opt
wherein P is engine thrust, G 1 Aircraft weight at cruise end, K opt The lift-drag ratio is optimal;
according to the flight height H 1 The cruise Mach number M and the engine thrust P are inquired, and the engine data report is inquired to obtain the engine thrust oil consumption rate C at the cruise ending point e1 。
3. The fixed-wing aircraft of claim 1The subsonic cruise flight optimization design method is characterized in that in the third step, the flight calculates the fuel consumption rate C e Comprises the following steps:
C e ＝(C e0 +C e1 )/2
wherein, C e Calculating the fuel consumption for the voyage, C e0 Engine thrust fuel consumption at cruise entry point, C e1 The fuel consumption rate of the engine thrust at the cruise ending point.
4. The fixed-wing aircraft subsonic cruise flight optimization design method according to claim 1, characterized in that in step four, the variable cruise flight L of the fixed-wing aircraft is calculated by the following formula:
wherein L is the cruise range of the variable height, K is the lift-drag ratio, C e Calculating fuel consumption for voyage, G 0 Aircraft weight at cruise entry point, G 1 The weight of the aircraft at the cruise end point.
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| CN117807916B (en) * | 2024-02-29 | 2024-05-17 | 中国航空工业集团公司西安飞机设计研究所 | Design method for cruise of jet aircraft with maximum range of given thrust |
| CN117807915B (en) * | 2024-02-29 | 2024-05-07 | 中国航空工业集团公司西安飞机设计研究所 | Design method for maximum range cruising of given weight of jet aircraft |
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