CN113642093B - Separated ejection type aircraft landing gear modeling method - Google Patents
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Abstract
The application provides a separated ejection type aircraft landing gear modeling simulation method, which comprises the following steps: determining modeled hypothesis conditions, the hypothesis conditions including: the aircraft is regarded as a rigid body, only longitudinal movement is considered, and buffer inclination caused by pitching is ignored; establishing a whole machine stress equation, a front wheel unsprung part mass equation and a main wheel unsprung part mass equation in the loading process, and obtaining the aircraft state in the loading process according to the whole machine stress equation, the front wheel unsprung part mass equation and the main wheel unsprung part mass equation in the loading process; and establishing a whole machine stress equation, a front wheel unsprung part mass equation and a main wheel unsprung part mass equation in the ejection process, and obtaining the aircraft state in the ejection process according to the whole machine stress equation, the front wheel unsprung part mass equation and the main wheel unsprung part mass equation in the ejection process.
Description
Technical Field
The application belongs to the technical field of airplane structure simulation, and particularly relates to a separated ejection type airplane landing gear modeling method.
Background
The catapult-assisted take-off has the characteristics of short running distance, high working efficiency, strong external interference capability of resisting side wind, self-shaking of the ship and the like, and meets the requirements of modern aircraft on landing. At present, catapult-assisted take-off is the most widely applied carrier-based aircraft take-off mode. Catapult-assisted take-off mainly relies on nose landing gear projection of an aircraft to establish an angle of attack. The accuracy of the landing gear modeling directly affects the design of each system of the whole aircraft and the flight simulation training of pilots.
At present, the existing landing gear model takes the whole landing gear as a rigid whole, adopts an integral modeling method, does not consider the movement of the internal structure of the landing gear, and only gives out external simple force and moment external characteristics. This gives rise to the disadvantage of rigid body assumptions, giving no impact on the dynamics of the internal components. In land-based take-off simulation, the influence is not large due to low precision requirements. In the catapult-assisted take-off simulation of the carrier-based aircraft, the attitude of the aircraft is established, a great part of mahonia is from the protruding action of the landing gear when the aircraft is separated from the catapult except for the presetting of the plane tail control surface, and the reality of the simulation directly determines a series of key works such as how the catapult-assisted take-off process is designed, how the control surface is configured and the like.
Disclosure of Invention
The application aims to provide a separated ejection type aircraft landing gear modeling simulation method for solving or relieving at least one problem in the background art.
The technical scheme of the application is as follows: a separated ejection type aircraft landing gear modeling simulation method comprises the following steps:
Determining modeled hypothesis conditions, the hypothesis conditions including: the aircraft is regarded as a rigid body, only longitudinal movement is considered, and buffer inclination caused by pitching is ignored;
Establishing a whole machine stress equation, a front wheel unsprung part mass equation and a main wheel unsprung part mass equation in the loading process, and obtaining the aircraft state in the loading process according to the whole machine stress equation, the front wheel unsprung part mass equation and the main wheel unsprung part mass equation in the loading process;
And establishing a whole machine stress equation, a front wheel unsprung part mass equation and a main wheel unsprung part mass equation in the ejection process, and obtaining the aircraft state in the ejection process according to the whole machine stress equation, the front wheel unsprung part mass equation and the main wheel unsprung part mass equation in the ejection process.
Further, the whole stress equation in the loading process is as follows:
wherein:
T cata is the ejector rod force;
T hold is the hold-down bar force;
θ cata is the angle between the ejection rod and the ground;
θ hold is the included angle between the hold-down bar and the ground;
N n is the reaction force of the front wheel support;
n m is the main wheel support reaction force;
M f is the mass of the organism;
g is acceleration;
L n is mainly the horizontal distance from the center of gravity;
L m is the horizontal distance from the front to the center of gravity;
t is a stable distance;
h f is the height of the gravity center of the body;
h cata is the height from the ground of the free state of the hanging point of the ejection rod.
Further, the front wheel unsprung mass equation for the loading process is:
wherein:
F n1,Fn2 is the relative local stress of the piston;
r yn is the internal force composed of the air spring force and friction force of the front wheel
M n is the front unsprung mass
H n1 is the height of the unsprung mass free state from ground
H n2 is the height from the ground of the free state of the lower end of the piston cylinder
H n3 is the free state of the piston and the height from the ground
S n is the nose gear buffer compression.
Further, the main wheel unsprung mass equation during loading is:
wherein:
F m1,Fm2 is the relative local stress of the piston;
R yn is the internal force consisting of the main wheel air spring force and friction force;
m m is the front unsprung mass
H m1 is the height of the unsprung mass free state from ground
H m2 is the height from the ground of the free state of the lower end of the piston cylinder
H m3 is the free state of the piston and the height from the ground
S m is the nose gear buffer compression.
Further, the whole stress equation in the loading process is as follows:
wherein:
P is the engine thrust;
alpha is the angle of attack, and delta alpha is the angle of attack variation;
An engine mounting angle;
c x is the resistance coefficient;
c y is the lift coefficient;
ρ is the air density;
s is the area of the wing;
V fx is the horizontal velocity of the aircraft center of gravity;
v fy is the vertical velocity of the aircraft center of gravity;
omega fz is the aircraft angular velocity.
Further, the front wheel unsprung mass equation for the loading process is:
wherein:
y f,yn is the displacement of the body and the unsprung mass center of gravity, respectively.
Further, the main wheel unsprung mass equation during loading is:
wherein:
y m is the main unsprung mass.
According to the method, the landing gear and the machine body fixedly-connected part and the unsprung mass are respectively considered in the modeling process of the ejection landing gear, so that the problems of complex internal stress and inaccurate external force simulation in the ejection take-off process are solved. The accurate simulation of the catapult-assisted take-off process is realized, and a solid foundation is laid for the design of each system, the modeling simulation of the whole aircraft and the whole system and the training of pilots.
Drawings
In order to more clearly illustrate the technical solution provided by the present application, the following description will briefly refer to the accompanying drawings. It will be apparent that the figures described below are merely some embodiments of the application.
FIG. 1 is a schematic diagram of a body stress analysis in a modeling method according to the present application.
FIG. 2 is a diagram of the unsprung mass of the nose landing gear in the modeling method of the present application.
FIG. 3 is a main landing gear unsprung mass diagram in the modeling method of the present application.
FIG. 4 is a schematic representation of parameters of a portion of a landing gear in the modeling method of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application become more apparent, 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 order to solve the problem that an undercarriage model in the prior art cannot accurately simulate internal force in the catapult-assisted take-off process, the application provides a modeling method of a separated catapult-assisted aircraft undercarriage, which respectively considers an undercarriage and an airframe fixedly-connected part and unsprung mass, and solves the problems of complex internal stress and inaccurate external force simulation in the catapult-assisted take-off process.
As shown in fig. 1, the method for modeling the separated ejection type aircraft landing gear provided by the application comprises the following steps:
First, modeling hypothesis conditions
1) The aircraft is considered a rigid body;
2) Only longitudinal movement (3 degrees of freedom) is considered;
3) Since the pitch angle varies in a small range during ejection, buffer tilting caused by pitch (approximately considered to be perpendicular to the ground) is ignored;
second, loading process modeling
1) The whole machine is subjected to stress analysis, and an equation of two forces and one moment is established;
2) Establishing an equation of two forces and one moment of the unsprung mass of the front wheel;
3) Establishing an equation of two forces and one moment of the unsprung mass of the main wheel;
4) And determining the state of the aircraft according to the force and moment equation.
Third, modeling in catapulting process
1) Analyzing and modeling organism stress, and establishing equations of two forces and one moment;
2) Analyzing and modeling the unsprung mass of the front wheel, and establishing equations of two forces and one moment, wherein the equations comprise air spring force, oil damping force and friction force;
3) The unsprung mass of the main wheel is subjected to stress analysis and modeling, and an equation of two forces and one moment is established, wherein the equation comprises air spring force, oil damping force and friction force;
4) And determining the state of the aircraft according to the force and moment equation.
Specifically, the loading process modeling process in the second step is as follows:
Loading occurs relatively slowly, approximately always in static equilibrium.
2.1 For the complete machine, there is the set of equations:
2.2 for the unsprung mass of the front wheel, there is a system of equations
2.3 For the main wheel unsprung mass, there is the set of equations:
R yn is an internal force consisting of the air spring force and friction force of the front wheel (considering only compression stroke), specifically R yn＝-f1(Sn)-μ(Fn1+Fn2) (10)
In the above equation, f 1 is an air spring force fitting function. S n＝yn-yf-Ln Δα (11)
Tire reaction force N n＝f3(|yn |) (12)
F3 is the tire static pressure curve fitting function.
R ym is the internal force consisting of the main wheel air spring force and friction (only the compression stroke is considered).
R ym likewise processes:
Rym＝-f1(Sm)-μ(Fm1+Fm2) (13)
Sm＝ym-yf-LmΔα (14)
Nm＝f3(|ym|) (15)
In the above
(4) (5) (6) In combination with (10) (12) F n1,Fn2 to obtain equations (7) (8) (9) in combination with (13) (15) in respect of y n,Sn F m1,Fm2 to obtain equations in respect of y m,Sm. Substitution of (16) (17) (1) into (2) (3) to obtain equations in respect of y n,Sn,ym,Sm, respectively, can solve y n,Sn,ym,Sm
And calculating y f and delta alpha, and determining the state of the airplane.
The loading process modeling process in the third step is as follows:
this partial system of equations is derived in the acceleration state of an ejector pin-guided aircraft.
3.1 For the complete machine, there is the set of equations:
wherein:
α＝α0+Δα (22)
3.2 for the unsprung mass of the front wheel, there is a system of equations
Wherein:
All longitudinal forces R yn generated by the piston and the piston cylinder are composed of three parts, namely air spring force, oil damping force and friction force, and specifically comprise the following steps:
In the above description, f 1n is an air spring force fitting function, f 2n is a function of oil damping force with respect to stroke and compression speed, specifically, the oil hole area is obtained by fitting according to the stroke, and then the oil hole area and the speed are substituted into the oil hole area
And calculating to obtain the oil damping force. In the formula (27), superscript 1,2 indicates compression and rebound strokes. In the compression stroke, damping is mainly generated by the main oil hole, and in the rebound stroke, damping is mainly generated by the recoil cavity oil hole.
Wherein:
Sn＝yn-yf-LnΔα
Tire reaction force N n＝f3n(|yn |) (28)
F 3n is a tire static pressure curve fitting function.
3.3 For the unsprung mass of the main wheel, there is a system of equations that resembles the front wheel treatment
Wherein:
all longitudinal forces R ym generated by the piston and the piston cylinder are composed of three parts, namely air spring force, oil damping force and friction force, and specifically comprise the following steps:
In the above formula:
f 1m is an air spring force fitting function, and f 2m is a function of oil damping force relative to stroke and compression speed, specifically, the oil hole area is obtained according to stroke fitting, and then the oil hole area and the speed are substituted into
And calculating to obtain the oil damping force.
In the formula (33), superscript 1,2 indicates compression and rebound strokes.
Wherein the method comprises the steps of
Sm＝ym-yf+LmΔα
Tire reaction force N m＝f3m(|ym |) (34)
F 3m is the tire static pressure fitting function.
Known Mf,Mn,Mm,P,α0,Tcata,Ln,Lm,Vx,△α,ωz,yf,Vf,yn,Vn,ym,Vm to be required
Bringing (21) into (18)
Bringing (26) into (25)
Bringing (32) into (31)
The results of the first three steps and (23) (29) form an equation set, the unknown quantity is F n1,Fn2,Fm1,Fm2,4 Internal forces and horizontal acceleration can be obtained by solving. (the results of the first three steps can directly solve for acceleration)
Substituting F n1,Fn2,Fm1,Fm2 expression into (20)
Substituting F n1,Fn2,Fm1,Fm2 expression into (19)
Substituting the F n1,Fn2,Fm1,Fm2 expression into (24) to combine (27) to obtain
Substituting the F n1,Fn2,Fm1,Fm2 expression into (30) to combine (33) to obtain
Integration ofObtaining Vx
Integration ofGet Vfy
Integration ofGet yf
Integration ofObtaining omega z
Integration ofGet y m
The aircraft status is determined.
According to the method, the landing gear and the machine body fixedly-connected part and the unsprung mass are respectively considered in the modeling process of the ejection landing gear, so that the problems of complex internal stress and inaccurate external force simulation in the ejection take-off process are solved. The accurate simulation of the catapult-assisted take-off process is realized, and a solid foundation is laid for the design of each system, the modeling simulation of the whole aircraft and the whole system and the training of pilots.
Symbol description:
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The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any changes or substitutions easily contemplated by those skilled in the art within the scope of the present application should be included in the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (1)
1. The modeling simulation method for the separated ejection type aircraft landing gear is characterized by comprising the following steps of:
Determining modeled hypothesis conditions, the hypothesis conditions including: the aircraft is regarded as a rigid body, only longitudinal movement is considered, and buffer inclination caused by pitching is ignored;
Establishing a whole machine stress equation, a front wheel unsprung part mass equation and a main wheel unsprung part mass equation in the loading process, and obtaining the aircraft state in the loading process according to the whole machine stress equation, the front wheel unsprung part mass equation and the main wheel unsprung part mass equation in the loading process, wherein the whole machine stress equation in the loading process is as follows:
wherein:
T cata is the ejector rod force;
T hold is the hold-down bar force;
θ cata is the angle between the ejection rod and the ground;
θ hold is the included angle between the hold-down bar and the ground;
N n is the reaction force of the front wheel support;
n m is the main wheel support reaction force;
M f is the mass of the organism;
g is acceleration;
L n is mainly the horizontal distance from the center of gravity;
L m is the horizontal distance from the front to the center of gravity;
t is a stable distance;
h f is the height of the gravity center of the body;
H cata is the height of the free state of the hanging point of the ejection rod from the ground;
The mass equation of the unsprung part of the front wheel in the loading process is as follows:
wherein:
F n1,Fn2 is the relative local stress of the piston;
R yn is the front unsprung mass of internal force M n consisting of front wheel air spring force and friction force
H n1 is the unsprung mass free state ground height H n2 is the piston barrel lower end free state ground height H n3 is the piston free state ground height S n is the nose landing gear buffer compression;
The main wheel unsprung mass equation of the loading process is:
wherein:
F m1,Fm2 is the relative local stress of the piston;
R yn is the internal force consisting of the main wheel air spring force and friction force; m m is the front unsprung mass
H m1 is the unsprung mass free state ground height H m2 is the piston barrel lower end free state ground height H m3 is the piston free state ground height S m is the nose landing gear buffer compression;
Establishing a whole machine stress equation, a front wheel unsprung part mass equation and a main wheel unsprung part mass equation in the ejection process, and obtaining an aircraft state in the ejection process according to the whole machine stress equation, the front wheel unsprung part mass equation and the main wheel unsprung part mass equation in the ejection process, wherein the whole machine stress equation in the ejection process is as follows:
wherein:
P is the engine thrust;
alpha is the angle of attack, and delta alpha is the angle of attack variation;
An engine mounting angle;
c x is the resistance coefficient;
c y is the lift coefficient;
ρ is the air density;
s is the area of the wing;
V fx is the horizontal velocity of the aircraft center of gravity;
v fy is the vertical velocity of the aircraft center of gravity;
omega fz is the aircraft angular velocity;
The unsprung mass equation of the front wheel in the ejection process is as follows:
wherein:
y f,yn is the main wheel unsprung mass equation of the machine body and the front unsprung mass gravity center displacement ejection process respectively:
wherein:
y m is the main unsprung mass.
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Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2988836A1 (en) * | 2012-03-28 | 2013-10-04 | Dassault Aviat | METHOD FOR DETERMINING AN ESTIMATED MASS OF AN AIRCRAFT AND CORRESPONDING SYSTEM |
| CN104123404A (en) * | 2014-04-23 | 2014-10-29 | 中国航空工业集团公司沈阳飞机设计研究所 | Undercarriage modeling method |
| CN105138805A (en) * | 2015-09-29 | 2015-12-09 | 中国航空工业集团公司沈阳飞机设计研究所 | Load simulation method for cataplane landing gear |
| CN106932187A (en) * | 2017-03-27 | 2017-07-07 | 南京航空航天大学 | A kind of Nose Gear Fast-Extension of Carrier Based Aircraft experimental rig and test method |
-
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- 2021-06-01 CN CN202110608219.XA patent/CN113642093B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2988836A1 (en) * | 2012-03-28 | 2013-10-04 | Dassault Aviat | METHOD FOR DETERMINING AN ESTIMATED MASS OF AN AIRCRAFT AND CORRESPONDING SYSTEM |
| CN104123404A (en) * | 2014-04-23 | 2014-10-29 | 中国航空工业集团公司沈阳飞机设计研究所 | Undercarriage modeling method |
| CN105138805A (en) * | 2015-09-29 | 2015-12-09 | 中国航空工业集团公司沈阳飞机设计研究所 | Load simulation method for cataplane landing gear |
| CN106932187A (en) * | 2017-03-27 | 2017-07-07 | 南京航空航天大学 | A kind of Nose Gear Fast-Extension of Carrier Based Aircraft experimental rig and test method |
Non-Patent Citations (1)
| Title |
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| 舰载机前起落架突伸的动力学响应分析;杨磊松， 陈建平， 虞伟建;《计算机辅助工程》;第第19卷卷(第第4期期);55-57页 * |
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