CN112989725A - Simulation method for aircraft icing environment simulation - Google Patents
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Abstract
The invention discloses a simulation method for simulating an icing environment of an airplane, which comprises the following steps: s1, entering an icing calculation process; s2, calculating an air flow field by adopting a preset method to obtain air flow field parameters; s3, establishing a water drop motion trajectory equation by adopting a Lagrange method to obtain a cold liquid water collection coefficient; s4, calculating the icing mass by adopting a Mesnger icing thermodynamic model to obtain the thickness of ice; and S5, exiting the icing calculation process. Has the advantages that: by adopting the simulation method of the aircraft icing environment simulation, the probability value of the icing thickness is finally obtained, a proper flight condition is provided for a pilot, the pilot is guided to reasonably drive, higher precision is achieved in prediction of the aircraft icing strength, and guidance is provided for the pilot to select proper and effective driving operation in the icing meteorological environment, so that the aircraft flight safety is improved.
Description
Technical Field
The invention relates to the technical field of environment simulation, in particular to a simulation method for simulating an aircraft icing environment.
Background
When an airplane flies in a cloud layer containing supercooled water drops, the supercooled water drops can be rapidly frozen on the windward surface of airplane parts and accumulated into ice, and the flight safety of the airplane is seriously threatened. The slight icing can reduce the flight performance of the airplane, so that the lift force of the airplane is reduced, the resistance is increased, and the control of the flight attitude is difficult; severe icing can cause the airplane to stall at a small angle of attack and even cause the tragedy of airplane death. According to data statistics, the probability of air crash accidents caused by icing problems of the airplane in flight exceeds 15%, and in recent years, serious air crash accidents caused by icing of the airplane also occur for many times. Thus, aircraft icing is one of the issues of significant concern in aircraft design.
The weather forecast of the airport range is mainly provided by an airport weather department, and the forecast range is large and long, and only can forecast the atmospheric condition, but cannot provide short-time forecast for the icing condition of the ground plane surface in a local area. For example, from late and middle ten days of 2008, 1 month to early and 2 months, a large area of rain and snow freezing natural disaster occurs in the central and south areas of China, so that some hub airports in the areas are closed once, and as a result, large areas of flights are delayed or cancelled. Therefore, the icing condition of the surface of the ground plane cannot be accurately predicted by only depending on the weather forecast of the airport area provided by the airport meteorological department.
At present, an airport ground service department still adopts an artificial visual inspection method to forecast the icing condition of the surface of a ground plane. The forecasting method has large human factors and no scientific basis, so that the problems of false alarm and missed alarm are easy to occur, and the flight safety accidents are easy to cause as a result.
An effective solution to the problems in the related art has not been proposed yet.
Disclosure of Invention
Aiming at the problems in the related art, the invention provides a simulation method for aircraft icing environment simulation, so as to overcome the technical problems in the prior related art.
Therefore, the invention adopts the following specific technical scheme:
a simulation method for aircraft icing environment simulation, comprising the steps of:
s1, entering an icing calculation process;
s2, calculating an air flow field by adopting a preset method to obtain air flow field parameters;
s3, establishing a water drop motion trajectory equation by adopting a Lagrange method to obtain a cold liquid water collection coefficient;
s4, calculating the icing mass by adopting a Mesnger icing thermodynamic model to obtain the thickness of ice;
and S5, exiting the icing calculation process.
Further, the entering icing calculation process further comprises the following steps:
s11, judging whether the airplane passes through the cloud;
and S12, determining the type of the traversed cloud.
Further, the cloud types include low cloud, medium cloud, and high cloud;
wherein the low clouds include rain clouds, layer clouds and rainlayer clouds;
the middle clouds comprise high-layer clouds and high-lying clouds;
high clouds include cirrus clouds, cumulant clouds and tunica clouds.
Further, the air flow field parameters include, but are not limited to, grid node coordinates, pressure values, and density.
Further, the calculating the air flow field by using the preset method to obtain the air flow field parameters further comprises the following steps:
s21, obtaining the average effective diameter of the cloud droplets according to the type of the passing cloud;
s22, calculating the temperature of the flying height of the airplane by adopting one-dimensional linear interpolation;
and S23, judging whether the temperature is in the freezing temperature range.
Further, the establishing a water drop motion trajectory equation by adopting the Lagrange method to obtain the cold liquid water collection coefficient further comprises the following steps:
and calculating the content of the supercooled liquid water at the flying height of the airplane by adopting a supercooled liquid water estimation formula.
Further, the sub-cooled liquid water estimation formula is as follows:
cloud accumulation:
；
lamellar cloud:
；
wherein, the flying height is the air pressure height hPa;
Qcthe saturation specific humidity on the cloud bottom or the lifting condensation height is given as g/Kg;
Qhis the saturation specific humidity around the flight level, which is given in g/Kg;
Th1is the temperature of the flight level, in K;
e unit is hPa;
f is the percent atmospheric relative humidity of the fly height layer;
Th2the temperature of the flight level is given in units of ℃;
Tcis the temperature of the cloud bottom,
。
further, the method for calculating the icing mass and obtaining the thickness of the ice by adopting the Mesnger icing thermodynamic model further comprises the following steps:
s41, integrating the ambient temperature of the atmosphere, the supercooled water content in the cloud and the effective diameter of cloud droplets to judge whether the airplane is frozen;
and S42, calculating the speed and the intensity of icing to obtain the thickness of the ice.
The invention has the beneficial effects that: the method comprises the steps of finally obtaining a probability value of icing thickness by adopting a simulation method for simulating an aircraft icing environment, providing a proper flight condition for a pilot, guiding the pilot to reasonably drive, and meanwhile, establishing a water drop motion trajectory equation by adopting a Lagrange method to obtain a cold liquid water collection coefficient; the Mesnger icing thermodynamic model is adopted to calculate the icing quality and obtain the thickness of ice, so that the icing possibility degree of the airplane under the severe flying meteorological conditions can be reasonably estimated, the icing thickness can be simulated, the higher precision can be achieved in the prediction of the airplane icing strength, guidance is provided for a pilot to select proper and effective driving operation under the icing meteorological environment, and the flying safety of the airplane can be improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a flow chart of a simulation method for aircraft icing environment simulation according to an embodiment of the invention.
Detailed Description
For further explanation of the various embodiments, the drawings which form a part of the disclosure and which are incorporated in and constitute a part of this specification, illustrate embodiments and, together with the description, serve to explain the principles of operation of the embodiments, and to enable others of ordinary skill in the art to understand the various embodiments and advantages of the invention, and, by reference to these figures, reference is made to the accompanying drawings, which are not to scale and wherein like reference numerals generally refer to like elements.
According to an embodiment of the invention, a simulation method for aircraft icing environment simulation is provided.
Referring now to the drawings and the detailed description, the present invention will be further described, as shown in fig. 1, in which a simulation method for aircraft icing environment simulation according to an embodiment of the present invention includes the following steps:
s1, entering an icing calculation process;
s2, calculating an air flow field by adopting a preset method to obtain air flow field parameters;
s3, establishing a water drop motion trajectory equation by adopting a Lagrange method to obtain a cold liquid water collection coefficient;
s4, calculating the icing mass by adopting a Mesnger icing thermodynamic model to obtain the thickness of ice;
and S5, exiting the icing calculation process.
In one embodiment, the incoming icing calculation routine further comprises the steps of:
s11, judging whether the airplane passes through the cloud;
and S12, determining the type of the traversed cloud.
In one embodiment, the types of clouds include low, medium, and high clouds;
wherein the low clouds include rain clouds, layer clouds and rainlayer clouds;
the middle clouds comprise high-layer clouds and high-lying clouds;
high clouds include cirrus clouds, cumulant clouds and tunica clouds;
according to the type, thickness and temperature of the cloud and the accompanying precipitation phenomenon, the probability of ice deposition in the rain cloud and the dense cloud is the highest, and the airplane is generally strongly frozen; the accumulated cloud, the high-accumulated cloud and the cloud number can form mild icing or moderate icing usually, the icing on the upper part of the cloud is moderate icing usually, and the accumulated ice strength can be weakened along with the height; the probability of ice accretion in the cloud of the rainstorm layer and the cloud of the high layer is small; the probability of ice accretion in the rolled cloud is minimal;
wherein, the cloud classification table is shown as the following table:
in one embodiment, the air flow field parameters include, but are not limited to, grid node coordinates, pressure values, and densities.
In one embodiment, the calculating the air flow field by using a preset method to obtain the air flow field parameter further includes the following steps:
s21, obtaining the average effective diameter of the cloud droplets according to the type of the passing cloud;
s22, calculating the temperature of the flying height of the airplane by adopting one-dimensional linear interpolation;
s23, judging whether the temperature is within the freezing temperature range;
wherein the temperature range of the airplane which can be frozen is 0 to-40 ℃ or even lower cloud temperature. When the flying height of the airplane is within 6000m, the probability of the ordinary airplane icing in cloud of 0 to-20 ℃ is about 80 percent, wherein the frequency of the airplane icing is the most when the airplane flies in the cloud of-2 to-10 ℃, and the strong icing mainly occurs in the cloud of-2 to-8 ℃. Generally, the cloud below-10 ℃ is rarely frozen except for dense cloud and rain cloud, and the cloud below-20 ℃ is hardly frozen. When the flying height of the airplane is more than 8000m, the ice accumulation is mostly generated below-20 ℃.
In one embodiment, the establishing a water drop trajectory equation by using a lagrangian method to obtain the collection coefficient of the cold liquid water further includes the following steps:
and calculating the content of the supercooled liquid water at the flying height of the airplane by adopting a supercooled liquid water estimation formula.
In one embodiment, the subcooled liquid water estimation equation is as follows:
cloud accumulation:
；
lamellar cloud:
；
wherein, the flying height is the air pressure height hPa;
Qcthe saturation specific humidity on the cloud bottom or the lifting condensation height is given as g/Kg;
Qhis the saturation specific humidity around the flight level, which is given in g/Kg;
Th1is the temperature of the flight level, in K;
e unit is hPa;
f is the percent atmospheric relative humidity of the fly height layer;
Th2the temperature of the flight level is given in units of ℃;
Tcis the temperature of the cloud bottom,
；
wherein, the liquid water content is mostly in the state of ice accumulation is the most serious when the liquid water content is exceeded; the average water content in the cloud is that the accumulated rain cloud, the thick accumulated cloud and the thin accumulated cloud are the largest, and the layered cloud are the smallest; the water content in the middle and middle upper part of the cloud is large, and the typical range of the liquid water content is as follows; the upper water content of the cloud is large, with a typical range for liquid water content.
In one embodiment, the calculating the icing mass by using the mesnber icing thermodynamic model and obtaining the thickness of the ice further comprises the following steps:
s41, integrating the ambient temperature of the atmosphere, the supercooled water content in the cloud and the effective diameter of cloud droplets to judge whether the airplane is frozen;
in addition, the cloud layer range determines the flight time of the airplane in the cloud, and the thickness of the icing layer of the airplane is mainly influenced. The larger the cloud layer range, the longer the flight time of the aircraft in the cloud, and thus the larger the ice layer thickness. The horizontal length of the general layer cloud is much larger than the thickness, the thickness of the general layer cloud is not more than 2000m, the length can reach hundreds of kilometers, the length and the thickness of the layer cloud are almost the same, and the horizontal length is generally 3.7-11 km;
and S42, calculating the speed and the intensity of icing to obtain the thickness of the ice.
For the convenience of understanding the technical solutions of the present invention, the following detailed description will be made on the working principle or the operation mode of the present invention in the practical process.
During practical application, the module judges whether the aircraft freezes according to different conditions set by the teaching and control console, simulates the freezing condition of the aircraft, points out the icing part of the aircraft, and calculates the icing shape and the icing thickness. The icing of the aircraft includes ground icing and flight icing depending on the state of the aircraft. The icing on the ground refers to the phenomenon that the surface of an airplane is iced or frosted due to precipitation or low outside air temperature and the like in the parking or takeoff and running stage on the ground. The phenomenon of icing on the windward side of an airplane during the flight is mostly generated in a convection layer, the phenomenon is mainly caused by stratums and clouds with high supercooled water content and low temperature, and light icing or moderate icing can be generated in the high-sediment clouds, the high-layer clouds, the stratums, the dense-sediment clouds and the stratums in the main meteorological icing areas such as the front of a warm-cold front, a high-altitude groove, the rear of a low vortex, a tangent line and the like.
The effects of a thunderstorm are considered when the aircraft passes through a rain cloud. Thunderstorms are highly convective weather systems produced by vigorously developing clouds of accumulated rain, often accompanied by strong turbulence, ice, lightning, strong precipitation and strong winds, sometimes with dangerous weather phenomena such as hail, tornado and downburst, characterized by small level and short life cycle, classified by intensity as weak, medium and strong thunderstorms.
Three requirements for the formation of thunderstorms:
1. large amount of unstable energy (CAPE): in order to generate convection weather, firstly, the atmospheric layer is unstable, in the atmosphere storing a large amount of unstable energy, once enough impact force is applied, the unstable energy is released and changed into kinetic energy of air rising movement, the more unstable energy is accumulated, the stronger vertical movement is, the higher the extending height of the cloud system is, and if abundant water vapor exists in the air at the moment, the taller rain cloud is generated.
2. Sufficient water vapor and abundant water vapor are necessary conditions for forming thunderstorms, if no sufficient water vapor exists, even convection occurs, high thunderstorm clouds cannot be generated, in addition, latent heat released during water vapor condensation is also an important source of energy, energy carried by lightning, thunderstorm and strong wind comes from latent heat released during water vapor condensation in the clouds, so that the thunderstorm system is self-developed, and the more the precipitation, the more the energy released in the thunderstorms.
3. Sufficient impact force, unstable energy in the atmosphere and the existence of water vapor have the possibility of generating thunderstorms. It is necessary to have an impact force sufficient to cause the air to rise above the free convection height so that the unsteady energy is released and the updraft can develop strongly to form a cloud of thunderstorms, triggering the thunderstorms is mainly a mesoscale ascent movement, the ascent movement of the weather scale usually does not directly trigger the thunderstorms, but rather causes the atmosphere to become more unstable. These thunderstorm-triggering mesoscale systems mainly include boundary layer ray lines, mesoscale terrain and mesoscale gravity waves.
Weather characteristics of thunderstorm transit:
1. temperature change: before the thunderstorm passes through the environment, the temperature is high, the humidity is high, the air is stuffy and hot, the temperature is suddenly reduced when the thunderstorm comes, the temperature can be reduced by more than 10 ℃ at most, and after the thunderstorm passes through the environment or disappears, the temperature is gradually recovered to be normal.
2. The air pressure changes: during the development stage of the thunderstorm, the ground air pressure is reduced all the time, and at the mature stage, a shallow cold air pile is formed under the thunderstorm due to the influence of sinking cold air, so that the high pressure of the thunderstorm is formed. Therefore, the ground pressure suddenly rises at the place where the thunderstorm passes, sometimes 3hPa after 1 minute, and then falls, and the pressure is recovered to be normal after the thunderstorm passes.
3. The change of wind: before the thunderstorm crosses the border, the ground wind is weak usually, and the wind direction points to the thunderstorm cloud, and when the thunderstorm comes temporarily, the wind speed increases, and the gust wind speed can reach 10~30, and the wind direction sharply turns to opposite direction, blows outward from the thunderstorm cloud, and the wind direction change range is big.
4. Precipitation change: the thunderstorm wind reaches no more than a few minutes, the basin-inclined rain comes with the thunderstorm wind, then the basin-inclined rain is reduced, the precipitation suddenly drops, the thunderstorm wind passes, the precipitation is ended, the precipitation amount and the precipitation time are related to the strength of the thunderstorm wind, the water content in the thunderstorm wind, the moving speed, the station measuring and the relative position of the thunderstorm wind, and most of the thunderstorm wind is paroxysmal precipitation and hail is sometimes generated.
Precipitation:
precipitation is the phenomenon that water drops in cloud fall to the ground in the form of rain, snow or other forms. Precipitation is the product of clouds, but clouds do not necessarily form precipitation. Whether a cloud can reduce water or not depends mainly on the cloud droplet growth process. The cloud drop growth process is mainly divided into two types: one is the coagulation or desublimation growth of cloud droplets, and the other is the collision and growth of cloud droplets.
Weather systems which directly affect precipitation in China mainly comprise frontal cyclone, frontal surface, high altitude low vortex, air shear line, tropical cyclone and air groove.
Impact on flight safety:
1. reducing visibility. The degree to which precipitation reduces visibility is related to the type of precipitation, the intensity of the precipitation and the speed of flight. General precipitation can reduce visibility to less than 3 kilometers, and when the aircraft encounters strong precipitation in the condition of high-speed flight, the visibility in flight can be less than 10 meters, and the flight and the take-off and landing of the aircraft are seriously influenced.
2. May cause ice accretion on the aircraft. When the aircraft flies at a high altitude below 0 ℃, when the aircraft enters a cloud cluster of supercooled water drops, the supercooled water drops collide with the aircraft body to form ice deposition, the ice deposition is quicker when the speed is higher, and the ice deposition strength is in square ratio to the speed, the temperature and the size of the supercooled water drops. The accumulated ice changes the aerodynamic configuration of the airplane, the resistance is increased, the lift force is reduced, and therefore the lift-drag ratio is greatly reduced.
3. Affecting the takeoff and landing phases of the aircraft. When a landing airport is covered by precipitation, the precipitation affects visibility, flight attitude and landing parameters, seriously affects landing safety, and may cause water slide, deviation from a runway, rush out of the runway and the like in a landing stage. During the takeoff phase, visibility, airplane aerodynamic configuration are affected, resistance is increased, and risks of increasing the speed of the front wheel lifting, deviating or rushing out of a runway and the like can be caused.
4. Strong downwash can cause aircraft engines to stall or surge. For the aircrafts with a propeller and a piston engine, if the aircrafts enter a heavy rain area in flight, the engine can be flamed out if ignition is not timely performed after excessive rainwater is sucked into the engine.
5. Strong precipitation zones are prone to wind shear.
6. Heavy rainfall changes the aerodynamic configuration of the aircraft. The impact of raindrops results in loss of kinetic energy of the aircraft, increased drag, and reduced fuel economy. The change of the surface friction of the aircraft body enables the airflow to change the motion direction and speed, the lift coefficient is reduced, the lift is reduced and the resistance is increased, and the aerodynamics of the aircraft is poor.
7. Precipitation affects the use of airport operating areas. When water accumulation, ice accumulation and snow accumulation and ice-snow and ice-water mixtures occur in an airport operation area, the friction force of the aircraft in normal landing is influenced, so that the situations of water sliding, deviation from a runway, rushing out of the runway and the like occur.
In conclusion, by means of the technical scheme, the probability value of the icing thickness is finally obtained by adopting the simulation method of the aircraft icing environment simulation, a proper flight condition is provided for a pilot, the pilot is guided to reasonably drive, and meanwhile, a water drop motion trajectory equation is established by adopting a Lagrange method to obtain the collection coefficient of the cold liquid water; the Mesnger icing thermodynamic model is adopted to calculate the icing quality and obtain the thickness of ice, so that the icing possibility degree of the airplane under the severe flying meteorological conditions can be reasonably estimated, the icing thickness can be simulated, the higher precision can be achieved in the prediction of the airplane icing strength, guidance is provided for a pilot to select proper and effective driving operation under the icing meteorological environment, and the flying safety of the airplane can be improved.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (8)
1. A simulation method for aircraft icing environment simulation, the method comprising the steps of:
s1, entering an icing calculation process;
s2, calculating an air flow field by adopting a preset method to obtain air flow field parameters;
s3, establishing a water drop motion trajectory equation by adopting a Lagrange method to obtain a cold liquid water collection coefficient;
s4, calculating the icing mass by adopting a Mesnger icing thermodynamic model to obtain the thickness of ice;
and S5, exiting the icing calculation process.
2. The simulation method for aircraft icing environment simulation of claim 1, wherein the incoming icing calculation routine further comprises the steps of:
s11, judging whether the airplane passes through the cloud;
and S12, determining the type of the traversed cloud.
3. The simulation method for aircraft icing environment simulation according to claim 2, wherein the cloud types comprise low cloud, medium cloud and high cloud;
wherein the low clouds include rain clouds, layer clouds and rainlayer clouds;
the middle clouds comprise high-layer clouds and high-lying clouds;
high clouds include cirrus clouds, cumulant clouds and tunica clouds.
4. The simulation method for aircraft icing environment simulation of claim 1, wherein the air flow field parameters include, but are not limited to, grid node coordinates, pressure values, and density.
5. The simulation method for simulating the icing environment of the aircraft according to claim 4, wherein the step of calculating the air flow field by using the preset method to obtain the air flow field parameters further comprises the following steps:
s21, obtaining the average effective diameter of the cloud droplets according to the type of the passing cloud;
s22, calculating the temperature of the flying height of the airplane by adopting one-dimensional linear interpolation;
and S23, judging whether the temperature is in the freezing temperature range.
6. The simulation method for simulating the icing environment of the aircraft according to claim 1, wherein the step of establishing a water drop trajectory equation by using a Lagrangian method to obtain the collection coefficient of the cold liquid water further comprises the following steps:
and calculating the content of the supercooled liquid water at the flying height of the airplane by adopting a supercooled liquid water estimation formula.
7. A simulation method for aircraft icing environment simulation according to claim 6, wherein the sub-cooled liquid water estimation formula is as follows:
cloud accumulation:
；
lamellar cloud:
；
wherein, the flying height is the air pressure height hPa;
Qcthe saturation specific humidity on the cloud bottom or the lifting condensation height is given as g/Kg;
Qhis the saturation specific humidity around the flight level, which is given in g/Kg;
Th1is the temperature of the flight level, in K;
e unit is hPa;
f is the percent atmospheric relative humidity of the fly height layer;
Th2the temperature of the flight level is given in units of ℃;
Tcis the temperature of the cloud bottom,
。
8. the simulation method for aircraft icing environment simulation according to claim 1, wherein the calculating the icing mass and obtaining the ice thickness by using a Mesnger icing thermodynamic model further comprises the following steps:
s41, integrating the ambient temperature of the atmosphere, the supercooled water content in the cloud and the effective diameter of cloud droplets to judge whether the airplane is frozen;
and S42, calculating the speed and the intensity of icing to obtain the thickness of the ice.
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| CN114970308A (en) * | 2021-12-30 | 2022-08-30 | 成都流体动力创新中心 | Aircraft icing prediction method and system and computer program product |
| CN114970308B (en) * | 2021-12-30 | 2023-04-07 | 成都流体动力创新中心 | Aircraft icing prediction method and system and computer program product |
| CN114818522A (en) * | 2022-01-17 | 2022-07-29 | 中国气象局乌鲁木齐沙漠气象研究所 | Scale self-adaptive KF (Kalman Filter) product cloud convection parameterization method based on sub-grid ratio function |
| CN114927009A (en) * | 2022-04-28 | 2022-08-19 | 国家气象中心(中央气象台) | Aviation flight dangerous weather diagnosis and analysis system |
| CN118191971A (en) * | 2024-04-01 | 2024-06-14 | 河北省人工影响天气中心 | Layered cloud operation condition discriminating method based on saturated water vapor density difference of ice water surface |
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