CN112597588B - Rapid modeling method for dynamic electromagnetic scattering characteristics of aircraft - Google Patents
Rapid modeling method for dynamic electromagnetic scattering characteristics of aircraft Download PDFInfo
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Abstract
The application belongs to the technical field of airplane stealth modeling, and particularly relates to a rapid modeling method for dynamic electromagnetic scattering characteristics of an aircraft. The method comprises the following steps: acquiring a static RCS (radar cross section) of an aircraft with an undeflected control surface at the current moment of the aircraft; calculating horizontal polarization and vertical polarization maximum scattering characteristic data A of the moving part of the airplane according to the length of the main control surface of the wing and the maximum deflection angle; determining the azimuth angle and the pitch angle of the airplane according to the position of the airplane relative to the radar; determining an aircraft deflection angle according to the flight state of the aircraft; determining a deflection angle alpha of the aircraft relative to the radar; calculating the dynamic RCS of the control surface of the airplane under the deflection angle alpha; and superposing the dynamic RCS and the static RCS to obtain the aircraft dynamic RCS influenced by the deflection of the control surface. According to the method and the device, the dynamic electromagnetic scattering characteristic data which are more accurate than static test data are quickly obtained according to the flight state and the flight track of the airplane, the formed data correspond to the flight state of the airplane one to one, and the method and the device can be used for the aspects of airplane strategy formulation and flight track optimization.
Description
Technical Field
The application belongs to the technical field of airplane stealth modeling, and particularly relates to a rapid modeling method for dynamic electromagnetic scattering characteristics of an aircraft.
Background
Stealth is the core capability of modern aviation equipment, electromagnetic scattering characteristic data is the most important stealth performance parameter of aviation equipment, the data of the existing stealth characteristic mainly come from the result of static simulation and test, and is inconsistent with the actual stealth characteristic data of a real airplane, can not reflect the stealth characteristic in the actual airplane combat process, influences the formulation of the combat use strategy of the airplane, and the following technical problems mainly exist when the target dynamic stealth characteristic is accurately obtained:
1) the aircraft is in a motion state in the flying process, the relative position relation between the aircraft and the detector is changed in real time, and the mutual corresponding relation between the aircraft and the detector needs to be established;
2) in the process of airplane movement, the main control surface of the airplane is in a trim state and needs to be adjusted in real time according to the flying height, the speed, the pitch angle and the like, and the electromagnetic scattering characteristics also change along with the adjustment;
3) in the flight of the airplane, the wings can elastically deform under the action of aerodynamic load, and the electromagnetic scattering characteristics of the deformed airplane can change;
4) the existing numerical simulation and ground static test are used for measuring the electromagnetic scattering property of the fixed state of the airplane and cannot reflect the motion relation;
5) the ground dynamic stealth test is based on test flight, and because the position of test equipment and the flight route of the airplane are fixed, the amount of effective test data acquired in each flight is small, the investment of multiple flights is large, and the total data scale is limited;
6) the air dynamic test is to calculate the electromagnetic scattering property of the airplane through the detection distance of the airborne radar, so that the air dynamic test has great uncertainty and also has the problems of small data volume and great investment.
Disclosure of Invention
The invention mainly aims at the problem that the flight state electromagnetic scattering characteristics of the aeronautical weapon equipment are difficult to effectively obtain, and provides a method for quickly modeling electromagnetic scattering characteristic data for controlling control surface deflection and wing deformation.
The application provides a rapid modeling method for dynamic electromagnetic scattering characteristics of an aircraft, which comprises the following steps:
s1, acquiring the length of a main control surface of an inherent wing of the airplane, an included angle and a maximum deflection angle between a control surface of the airplane and the direction of a nose of the airplane, and acquiring a static RCS (radar cross section) of the airplane with the control surface of the airplane not deflected at the current moment;
step S2, calculating horizontal polarization and vertical polarization maximum scattering characteristic data A of the aircraft moving part according to the length of the main control surface of the wing and the maximum deflection angle;
step S3, determining the azimuth angle and the pitch angle of the airplane according to the position of the airplane relative to the radar;
step S4, determining the deflection angle of the airplane according to the flight state of the airplane;
step S5, determining the deflection angle alpha of the airplane relative to the radar;
step S6, calculating the dynamic RCS of the airplane control surface under the deflection angle alpha;
and step S7, superposing the dynamic RCS and the static RCS to obtain the aircraft dynamic RCS influenced by the deflection of the control surface.
Preferably, in step S6, the calculating the dynamic RCS of the aircraft control surface at the deflection angle α includes:
where max (α) is the maximum deflection angle.
Preferably, in step S4, determining the aircraft yaw angle includes:
and acquiring a deflection angle of a control surface of the airplane, or equivalently converting a wing deformation angle into a deflection angle.
Preferably, equating the wing deformation angle to a deflection angle comprises: and determining a wing deformation angle as a deflection angle according to the wing tip deformation and the wing length.
Preferably, the maximum deflection angle is:
determining the maximum deflection or deformation angle of each movable part of the airplane according to the layout characteristics of the airplane and the maximization principle, wherein the deflection angle of an airplane control surface is 5-8 degrees; the equivalent deflection angle of the deformation of the aircraft wing is 3-5 degrees.
The application has the following advantages:
a) the method can quickly obtain more accurate dynamic electromagnetic scattering characteristic data than static test data according to the flight state and the flight track of the airplane, and the formed data corresponds to the flight state of the airplane one to one;
b) mass data requirements of the airplane are considered, the data acquisition difficulty is low, and large-scale data can be established;
c) the method has small investment in establishing a dynamic electromagnetic scattering characteristic data model, and can effectively save the cost caused by dynamic stealth test;
d) fast modeling, which only needs to consider a few parameters, can support fast iterations.
The method is mainly applied to aircraft penetration combat, and is mainly used for rapidly providing basic data for high-viability penetration flight path optimization design and combat use strategy formulation. At present, as high stealth airplanes are used more and more, dynamic electromagnetic scattering characteristic data are urgently needed to be used for airplane use strategy formulation and flight track optimization, the technical modeling parameter of the project is simple, the data model is generated quickly, a solution can be provided for airplane viability improvement, and the application prospect is wide.
Drawings
FIG. 1 is a flow chart of a method for rapidly modeling a dynamic electromagnetic scattering characteristic of an aircraft according to the present application.
FIG. 2 is a schematic view of the aircraft rudder surface deflection according to the present application.
FIG. 3 is a schematic view of a wing deformation under load according to the present application.
FIG. 4 is a H-H polarized electromagnetic scattering signature base data model.
FIG. 5 is a V-V polarized electromagnetic scattering signature basis data model.
FIG. 6 is a schematic diagram of aircraft and probe radar associated parameters.
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 accompanying 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 some, but not all embodiments of 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 without any inventive work based on the embodiments in the present application are within the scope of protection of the present application. Embodiments of the present application will be described in detail below with reference to the drawings.
As shown in FIG. 1, the method for rapidly modeling the dynamic electromagnetic scattering characteristics of the aircraft comprises the following steps:
s1, acquiring the length of a main control surface of an inherent wing of the airplane, an included angle and a maximum deflection angle between a control surface of the airplane and the direction of a nose of the airplane, and acquiring a static RCS (radar cross section) of the airplane, in which the control surface of the airplane does not deflect at the current moment;
step S2, calculating horizontal polarization and vertical polarization maximum scattering characteristic data A of the aircraft moving part according to the length of the main control surface of the wing and the maximum deflection angle;
step S3, determining the azimuth angle and the pitch angle of the airplane according to the position of the airplane relative to the radar;
step S4, determining the deflection angle of the airplane according to the flight state of the airplane;
step S5, determining the deflection angle alpha of the airplane relative to the radar;
step S6, calculating the dynamic RCS of the airplane control surface under the deflection angle alpha;
and step S7, superposing the dynamic RCS and the static RCS to obtain the aircraft dynamic RCS influenced by the deflection of the control surface.
The electromagnetic scattering characteristics of control surface deflection and wing deformation are defined by adopting a unified parameter model. Based on the existing test data of RCS characteristics under a large number of deflection angles of different control surfaces and the simulation data of the RCS after the deformation of the wing loaded with different loads, the minimum RCS of the components at the neutral position and the maximum RCS of the components at the maximum deflection or deformation state are obtained in the process of the deformation of the wing and the deflection of the control surfaces. By fitting the above-mentioned large amount of data, the RCS of the two components during movement can be characterized by equation (1).
Wherein a is the maximum increment of RCS caused by deflection of the control surface or deformation of the wing, α is the deflection angle of the control surface or the deformation angle of the wing at a certain moment of the aircraft, the dynamic changes of the two components are shown in fig. 2-3, α corresponding to deflection of the control surface is the actual deflection angle of the control surface, and α corresponding to deformation of the wing is defined by Arctan (wing tip deformation/wing length). Considering scattering characteristic changes caused by control surface deflection and wing deformation, the method adopts the following steps on the construction of a data model of the dynamic electromagnetic scattering characteristics of the airplane:
a) determining the maximum deflection or deformation angle of a movable part
According to the layout characteristics of the airplane, the maximum angle Max (alpha) of deflection or deformation of each movable part of the airplane is determined according to the maximization principle. The deflection angle of the main control plane of the airplane is selected to be 5-8 degrees; the deformation of the airplane wings is selected from 3 degrees to 5 degrees.
b) Determining scattering characteristic data at maximum deflection or deformation angle of movable part
The electromagnetic scattering characteristic data of the movable component is closely related to the main size of the movable component, the control surface and the wing component are considered to be approximate sheet-shaped quadrangles, therefore, the electromagnetic scattering characteristic of the movable component is simplified into a length-related data model, a characteristic data model with the unit length of 1 meter is established as shown in fig. 4-5, and the maximum scattering characteristic data A of the movable component in the motion state is calculated by using the product of the data in fig. 4-5 and the component length (1 m).
c) Establishing the correlation parameters between the aircraft and the detector in the flight dynamic state
Because the relation between the aircraft and the detection threat changes in real time in the flight process, a correlation model composed of an azimuth angle and a pitching angle is established according to the relative position of each position of the aircraft on a flight track and the detection radar, the azimuth angle is an included angle phi between the aircraft nose direction and the detection radar in a horizontal plane, and the pitching angle is an included angle theta between the aircraft nose direction and the detection radar in a vertical plane, wherein theta is Arcsin (flight altitude/distance between the aircraft and the radar) + the aircraft pitch angle.
d) Establishing dynamic aircraft parameters in actual flight state
According to the flight mission of the airplane, and according to the state parameters of the flight such as the altitude, the speed, the maneuvering condition and the like, the component movement conditions of each track point of the flight track are established, wherein the component movement conditions comprise the condition that each control surface randomly moves and deflects on a flight route, and the condition that the wings deform under the load in the flight state, namely the real-time alpha value of each component flying along with the airplane.
e) Constructing aircraft dynamic stealth feature data
According to the determined Max (alpha), A and alpha, taking an airplane coordinate system as a reference, taking the vertical direction of the control surface and the edge of the airfoil surface as the maximum electromagnetic scattering azimuth, and according to the relative threat phi and theta conditions in the flight process, superposing the dynamic electromagnetic scattering characteristic data of each part and the static electromagnetic scattering of the airplane by using a formula (1) to form a dynamic electromagnetic scattering characteristic data set considering control surface deflection and wing deformation.
The present invention will now be described in further detail by way of specific examples in conjunction with the accompanying drawings. The example is a modeling process of dynamic electromagnetic scattering characteristic data of a typical airplane control surface deflection state by applying the method, the flow of modeling is shown in figure 1, and the plane shapes of wings and control surfaces are shown in figure 6. According to the implementation steps of the invention, the main parameters are selected as follows:
a) the flight altitude of a typical airplane is 11 kilometers, the flight speed is 0.8 Mach, the length of a main control surface of an airfoil is 3 meters, and an included angle between the control surface of the airplane and the direction of an airplane nose is 10 degrees. Therefore, the Max (alpha) 5 degrees is selected as the maximum deflection angle of the control surface in the cruising state of the airplane.
b) According to the figure 3, the maximum scattering characteristic data of horizontal polarization when the control surface deflects by 5 degrees is-0.5 dBsm, and the direction is 10 degrees backward of the airplane; the maximum scatter signature for the vertical polarization according to fig. 4 is-33 dBsm, with a direction of 10 degrees aircraft head.
c) According to the typical airborne threat radar, the distance from the airplane is 80 kilometers, the height is 10 kilometers, the polarization mode is vertical polarization, the airplane is located in the direction of a nose at 10 degrees, the flight elevation angle of the airplane is 3 degrees, and phi is 10 degrees, and theta is 3.7 degrees.
d) The deflection angle of the aircraft control plane is 2 degrees at this time, and the RCS of the vertical polarization of the control plane is-35 dBsm according to the public (1).
e) The dynamic stealth characteristic data after superposition is shown in the following table by considering the static RCS with different vertical polarization states of different airplanes at 10 degrees of azimuth and 6 degrees of pitching.
| Serial number | 1 | 2 | 3 | 4 | 5 |
| Static RCS (dBsm) | -30 | -25 | -20 | -15 | -10 |
| Dynamic RCS (dBSm) | -28.81 | -24.59 | -19.86 | -14.96 | -9.99 |
According to the method and the device, the dynamic electromagnetic scattering characteristic data which are more accurate than static test data are quickly obtained according to the flight state and the flight track of the airplane, the formed data correspond to the flight state of the airplane one to one, and the method and the device can be used for the aspects of airplane strategy formulation and flight track optimization.
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 (3)
1. A method for rapidly modeling aircraft dynamic electromagnetic scattering features is characterized by comprising the following steps:
s1, acquiring the length of a main control surface of an inherent wing of the airplane, an included angle and a maximum deflection angle between a control surface of the airplane and the direction of a nose of the airplane, and acquiring a static RCS (radar cross section) of the airplane, in which the control surface of the airplane does not deflect at the current moment;
step S2, calculating horizontal polarization and vertical polarization maximum scattering characteristic data A of the aircraft moving part according to the length of the main control surface of the wing and the maximum deflection angle;
step S3, determining the azimuth angle and the pitch angle of the airplane according to the position of the airplane relative to the radar;
step S4, determining the deflection angle of the airplane according to the flight state of the airplane;
step S5, determining the deflection angle alpha of the airplane relative to the radar;
step S6, calculating the dynamic RCS of the airplane control surface under the deflection angle alpha;
s7, superposing the dynamic RCS and the static RCS to obtain the airplane dynamic RCS influenced by the deflection of the control surface;
in step S6, the calculating the dynamic RCS of the aircraft control surface at the deflection angle α includes:
wherein max (α) is a maximum deflection angle, which is:
determining the maximum deflection or deformation angle of each movable part of the airplane according to the layout characteristics of the airplane and the maximization principle, wherein the deflection angle of an airplane control surface is 5-8 degrees; the equivalent deflection angle of the deformation of the aircraft wing is 3-5 degrees.
2. The method for rapidly modeling the dynamic electromagnetic scattering characteristics of an aircraft according to claim 1, wherein determining the aircraft yaw angle in step S4 comprises:
and acquiring a deflection angle of a control plane of the airplane, or equivalently converting the wing deformation angle into the deflection angle.
3. The method for rapid modeling of aircraft dynamic electromagnetic scattering features as claimed in claim 2 wherein equating the wing deformation angle to a deflection angle comprises: and determining a wing deformation angle as a deflection angle according to the wing tip deformation and the wing length.
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| CN111241630A (en) * | 2020-01-10 | 2020-06-05 | 中国人民解放军国防科技大学 | Trajectory design method for RCS characteristics of coupled aircraft |
| CN111274740A (en) * | 2020-01-10 | 2020-06-12 | 中国人民解放军国防科技大学 | Multi-aircraft cooperative penetration trajectory optimization design method |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN111241630A (en) * | 2020-01-10 | 2020-06-05 | 中国人民解放军国防科技大学 | Trajectory design method for RCS characteristics of coupled aircraft |
| CN111274740A (en) * | 2020-01-10 | 2020-06-12 | 中国人民解放军国防科技大学 | Multi-aircraft cooperative penetration trajectory optimization design method |
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| F-22飞行速度对雷达探测性能的影响;刘占强等;《计算机仿真》;20170415(第04期);全文 * |
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