CN113761646A - Method for determining dynamic response of aircraft in mobile wind field environment - Google Patents
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Abstract
The application belongs to the technical field of aircraft simulation, and particularly relates to a method for determining dynamic response of an aircraft in a mobile wind field environment. The method comprises the steps of initializing calculation parameters of the pneumatic load; updating local 'equivalent time' of each grid on the surface of the aircraft; interpolating to obtain the wave gust speed suffered by each grid; calculating an attack angle, a sideslip angle and dynamic pressure at each grid; interpolating to obtain pressure coefficients at the centroids of the grids; and integrating all grids to obtain the external aerodynamic load of the aircraft. The invention provides an improved method for determining the external aerodynamic load of an aircraft in a mobile wind field environment, which considers the influence of the process of surrounding the aircraft by a mobile wind field on the aerodynamic load, simplifies the determination process of the aerodynamic load and improves the determination precision of the aerodynamic load.
Description
Technical Field
The application belongs to the technical field of aircraft simulation, and particularly relates to a method for determining dynamic response of an aircraft in a mobile wind field environment.
Background
Dynamic response generally refers to the response of the control system from an initial state to a final state of its output under the influence of typical input signals.
The mobile wind field is a special gust, and compared with a common wind field model, the mobile wind field has the following 3-point difference: the mobile wind field has the characteristic of high-speed propagation, and generally expands at supersonic speed or sonic speed, while the common wind field generally does not consider the propagation speed of the wind field per se; (2) the disturbance energy carried by the mobile wind field is larger, which is reflected in that the speed of the wind field is larger; (3) the speed of the moving wind field is spatial and can be perturbed along both the heading and normal of the aircraft. When the moving wind field surrounds the aircraft from behind at sonic speed (or slightly above sonic speed), the relative speed is low, and the tail wing is affected by the moving wind field first and then the wing is disturbed.
At present, there is no good method for aircraft dynamic response in a mobile wind field environment. The method for determining the external aerodynamic load of the aircraft in the mobile wind field environment generally adopts a surface element method, the aerodynamic load calculation technology and flow are complex, the calculation accuracy is low, and especially the deviation in the aerodynamic non-linear area is larger.
Disclosure of Invention
In order to solve the technical problem, the present application provides a method for determining an aircraft dynamic response in a mobile wind farm environment, including:
step S1, performing initial aerodynamic calculation of all grids on the aircraft divided into the grids, and determining aerodynamic and aerodynamic moment outside the aircraft;
step S2, performing dynamic response solving based on the aerodynamic force and the aerodynamic moment to obtain each speed component of the aircraft projected on the body axis;
s3, interpolating the given mobile wind field data to obtain wind field speeds of the aircraft in all directions corresponding to all axes of the body axis system and applied to all grids;
step S4, determining equivalent velocity components of each grid of the aircraft according to each velocity component of the aircraft and the wind field velocity in each direction;
step S5, determining an equivalent pneumatic attack angle and an equivalent sideslip angle of each grid of the aircraft according to the equivalent velocity component;
s6, interpolating pressure distribution data based on the equivalent pneumatic attack angle and the equivalent sideslip angle to obtain pressure coefficients of each grid of the aircraft;
and step S7, determining aerodynamic force and aerodynamic moment of each grid of the aircraft based on the pressure coefficient, returning to step S1, replacing the initial aerodynamic force and aerodynamic moment with new aerodynamic force and aerodynamic moment, and calculating the dynamic response of the aircraft at the next moment until the simulation is finished.
Preferably, in step S2, the aircraft is solved for dynamic response by using a fourth-order longge-kuta method.
Preferably, the step S3 further includes:
step S11, determining simulation time t;
step S12, surrounding speed V of aircraft based on moving wind fieldΔDetermining equivalent time t of each grid of the aircraft in a moving wind fieldi：ti＝t-Δxi/VΔWherein, Δ xiThe horizontal distance between the ith grid centroid and the rear boundary of the tail wing of the aircraft is taken as the horizontal distance;
step S13, obtaining the horizontal moving wind field speed U suffered by each grid according to the moving wind field data interpolationx(ti) Lateral moving wind field speed Uy(ti) Speed U of vertical moving wind fieldz(ti)。
Preferably, the step S4 further includes:
step S41, acquiring a transformation matrix L from the geodetic coordinate system to the airplane body axis systembg；
Step S42, determining equivalent velocity components u at each grid of the aircraft based on the transformation matrixi(t)、vi(t)、wi(t)：
Wherein U (t), v (t), w (t) are each velocity component of the aircraft, Ux(ti)、Uy(ti)、Uz(ti) Is the wind field speed in each direction.
Preferably, the transformation matrix is calculated from the aerodynamic characteristics data during the dynamic response solution of step S2.
Preferably, in step S6, the pressure distribution data includes original base pressure distribution data and elevator deflection incremental pressure distribution data of the aircraft, and both the original base pressure distribution data and the elevator deflection incremental pressure distribution data of the aircraft are obtained through a wind tunnel test or a CFD simulation.
Preferably, before the interpolation process in step S6, the method further includes:
acquiring the flight Mach number of the aircraft;
carrying out aircraft 1g balancing to obtain an aircraft balancing incidence angle and a balancing elevator deflection;
and acquiring the centroid dimensionless position of each grid when the surface grid of the aircraft is divided.
Preferably, the step S7 further includes:
step S71, determining aerodynamic force of each grid of the aircraft according to the pressure coefficient, the equivalent velocity pressure, the object plane normal vector and the grid area of each grid of the aircraft;
step S72, determining aerodynamic moment of each grid of the aircraft according to aerodynamic force and centroid position vector of each grid of the aircraft;
step S73, determining aerodynamic force and aerodynamic moment outside the aircraft according to the aerodynamic force and the aerodynamic moment at each grid of the aircraft;
the normal vector of the object plane, the grid area and the centroid position vector are determined during grid division.
Preferably, the mesh divided by the aircraft surface is a triangular mesh.
According to the method and the device, the influence of the process of surrounding the aircraft by the movable wind field on the aerodynamic load is considered, the pressure distribution data obtained by the wind tunnel test and the CFD simulation are adopted, the determining process of the aerodynamic load is simplified, and the determining precision and the dynamic response simulation precision of the aerodynamic load of the aircraft are improved.
Drawings
FIG. 1 is a flow chart of a preferred embodiment of the present application for a method for determining a dynamic response of an aircraft in a mobile wind farm environment.
Fig. 2 is a graph of the pitch angular acceleration response of the embodiment of fig. 1 of the present application.
FIG. 3 is a graph of the aircraft normal load coefficient dynamic response for the embodiment of the present application illustrated in FIG. 1.
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 illustrative and intended to be used for explaining the present application and should not be construed as limiting the present application. All other embodiments that can be derived by a person skilled in the art from the embodiments given herein without making any creative effort fall within the protection scope of the present application. Embodiments of the present application will be described in detail below with reference to the drawings.
The application provides a method for determining the dynamic response of an aircraft in a mobile wind field environment, which mainly comprises the following steps: step S1, performing initial aerodynamic calculation of all grids on the aircraft divided into the grids, and determining aerodynamic and aerodynamic moment outside the aircraft; step S2, performing dynamic response solving based on the aerodynamic force and the aerodynamic moment to obtain each speed component of the aircraft projected on the body axis; s3, interpolating the given mobile wind field data to obtain wind field speeds of the aircraft in all directions corresponding to all axes of the body axis system; step S4, determining equivalent velocity components of each grid of the aircraft according to each velocity component of the aircraft and the wind field velocity in each direction; step S5, determining an equivalent pneumatic attack angle and an equivalent sideslip angle of each grid of the aircraft according to the equivalent velocity component; s6, interpolating pressure distribution data based on the equivalent pneumatic attack angle and the equivalent sideslip angle to obtain pressure coefficients of each grid of the aircraft; and S7, determining aerodynamic force and aerodynamic moment of each grid of the aircraft based on the pressure coefficient, returning to S1, replacing the initial aerodynamic force and aerodynamic moment with new aerodynamic force and aerodynamic moment, and calculating the aircraft dynamic response at the next moment until the simulation is finished.
Fig. 1 shows a specific implementation process, and referring to fig. 1, the working principle of the present application is: dividing the whole aircraft according to triangular meshes, and calculating centroid position vectors, object plane normal vectors, areas and centroid dimensionless positions of all the meshes; advancing according to the time axis of the mobile wind field, updating local equivalent time of each grid on the surface of the aircraft, interpolating according to the equivalent time to obtain the speed of the mobile wind field at each grid, and considering the influence of the mobile wind field on grids at different positions in detail so as to further consider the dynamic effect of the grids entering and exiting the mobile wind field; aiming at different grids, local parameters such as an attack angle, a sideslip angle and a rapid pressure of the grids are respectively calculated, and then a pressure coefficient at the grids is obtained through interpolation, so that the method has a positive effect on improving the calculation precision of the external pneumatic load of the aircraft; the original pressure distribution data of the aircraft are obtained through wind tunnel tests or CFD simulation, the data precision is high, the calculation result precision is high, and the method has a positive effect on improving the calculation precision of the external pneumatic load of the aircraft in the mobile wind field environment; and accumulating the aerodynamic loads of all the grids to obtain the aerodynamic load of the aircraft, and substituting the aerodynamic load into an aircraft kinetic equation to solve the dynamic response.
The following description is given with reference to the examples.
1.1, triangular meshing of the surface of the aircraft: the surface of the whole aircraft is divided into triangular grids, and the main information of any ith grid is as follows: centroid position vector riNormal vector n of object planeiArea siNo cause of the centroidPosition of inferior
The division of the triangular meshes on the surface of the aircraft can be completed by adopting commercial software such as CATIA (computer-graphics aided three-dimensional interactive application), and the number of the meshes needs to be as large as possible so as to improve the calculation precision of the external aerodynamic load of the aircraft; the surface of the aircraft is divided into triangular meshes by commercial software such as CATIA (computer-graphics aided three-dimensional Interactive application), information such as mesh node coordinates and mesh component node numbers is required to be derived, and the 5 parameters of the meshes are calculated according to a right-hand rule. In one embodiment, the surface of an aircraft is divided into triangular meshes, and 26892 meshes are obtained in total.
1.2, initializing calculation parameters: inputting flying height H and flying speed V of aircraftA(corresponding flight Mach number M), aircraft mass M, and aircraft aerodynamic characteristic data. For example, the flying height H of the aircraft is 1500m, and the flying speed V of the aircraftAAt 200.7M/s (corresponding to a flight mach number M of 0.6) and an aircraft mass of 80 t.
1.3, calculating the speed of the aircraft surrounded by the mobile wind field: calculating the speed of sound V at the current altitude according to the flying height H of the aircraft in the step 1.2SAtmospheric density ρ, velocity V of the moving wind field surrounding the aircraftΔThe calculation formula is shown as (1):
VΔ＝VS-VA (1)
according to the flight altitude of the aircraft, the sound velocity V at the current altitude is obtained by adopting a standard atmosphere calculation methodSAtmospheric density ρ; when the moving wind field surrounds the aircraft from the rear, the surrounding speed needs to be calculated according to the above formula. For example, the atmospheric density ρ at a flying height H of 1500m is 1.0581kg/m3(ii) a Speed of sound VSAt 334.5m/s, calculating the speed V of the moving wind field surrounding the aircraft according to a formulaΔIt was 133.8 m/s.
1.4, aircraft 1g trim calculation: adopting the flying height H of the aircraft, the mass m of the aircraft and the aerodynamic characteristic data of the aircraft in the step 1.2 to carry out 1g balancing on the aircraft to obtain the balancing incidence angle alpha of the aircrafttrimBalancing and liftingDeclination of rudder delta etrim. The embodiment obtains the aircraft trim angle of attack alphatrimIs 1.2 degrees and trim elevator deflection delta etrimIs-2.3 degrees.
1.5, calculating the full aerodynamic force of the aircraft: calculating the aerodynamic force of all grids of the aircraft to obtain the aerodynamic force F outside the aircraftS(t) aerodynamic moment MS(t)；FS(t) projection components on X-axis, Y-axis and Z-axis are respectively FxS(t)、FyS(t)、FzS(t)，MS(t) projection components on X-axis, Y-axis and Z-axis are MxS(t)、MyS(t)、MzS(t)。
1.6, solving the dynamic response of the aircraft: according to F in step 1.5xS(t)、FyS(t)、FzS(t)、MxS(t)、 MyS(t)、MzS(t), solving the dynamic response of the aircraft by adopting a fourth-order Runge-Kutta method, and calculating formulas as shown in (2) and (3):
wherein g is the acceleration of gravity; u, v and w are projections of the speed of the aircraft on an X axis, a Y axis and a Z axis of a body axis system respectively; p, q and r are projections of the angular speed of the aircraft on an X axis, a Y axis and a Z axis of a body axis system respectively; i isxx、IyyAnd IzzThe inertia moments of the aircraft relative to an X axis, a Y axis and a Z axis of a body shaft system are respectively; i iszxIs the product of inertia of the aircraft.
1.7, simulation time updating: and updating the dynamic response simulation time t according to the time axis of the mobile wind field.
1.8、Updating of grid "equivalent time": equivalent time t of any ith grid in moving wind fieldiThe calculation is shown in formula (4);
ti＝t-Δxi/VΔ (4)
wherein, Δ xiThe horizontal distance between the centroid of the ith grid and the rear boundary of the aircraft empennage.
It should be noted that the time lag influence caused by the position difference of the grids is such that the grids closer to the aircraft head enter the moving wind field later, and have a time lag with respect to the grids on the tail.
1.9, interpolation of the speed of the moving wind field at the grid: horizontal moving wind field speed U received by any ith gridx(ti) Lateral moving wind field speed Uy(ti) Speed U of vertical moving wind fieldz(ti) And obtaining the data according to the moving wind field data through interpolation.
It should be noted that if the grid does not enter the wind field or has exited the wind field, the velocity of the moving wind field is zero.
1.10, grid local equivalent speed update: equivalent velocity component u at arbitrary ith gridi(t)、 vi(t)、wi(t) the calculation is shown in equation (5):
wherein, Ux(ti)、Uy(ti)、Uz(ti) Respectively representing the horizontal, lateral and vertical components of the moving wind field at time tiThe wind speed of (d); l isbgFor transformation matrix of geodetic coordinate system to aircraft body axis, LbgThe calculation is shown in equation (6):
1.11, grid local equivalent airspeedDetermining: according to u in step 1.10i(t)、vi(t)、wi(t), equivalent airspeed V at any ith gridiThe calculation formula is shown as (7):
1.12 local equivalent aerodynamic angle of attack alpha of gridiDetermining: according to u in step 1.10i(t)、vi(t)、 wi(t) according to V in step 1.11iEquivalent aerodynamic angle of attack α at any ith gridiEquivalent sideslip angle betaiThe calculation formula is shown as (8):
1.13, determining the local equivalent pressure of the grid: according to the atmospheric density rho in step 1.3, V in step 1.11iEquivalent voltage Q at any ith gridiThe calculation formula is shown as (9):
1.14, pressure coefficient at grid determination: according to the mesh centroid dimensionless position in step 1.1
Flight Mach number M in step 1.2, δ e in step 1.4trimEquivalent aerodynamic angle of attack α in step 1.12iEquivalent sideslip angle betaiPressure coefficient Cp at any ith gridi(t) is obtained by interpolating the original base pressure distribution data Cp0 (obtained by wind tunnel test or CFD simulation) and the elevator deflection delta pressure distribution data DeltaCp 0 (obtained by wind tunnel test or CFD simulation) of the aircraft, and the determination formula is shown as (10):
1.15, determination of grid aerodynamic load: from the centroid position vector r in step 1.1iNormal vector n of object planeiArea siAccording to the equivalent voltage Q in step 1.13iPressure coefficient Cp in step 1.14i(t), aerodynamic force f of any ith gridiAnd aerodynamic moment miThe calculation formula (2) is shown as (11):
1.16, determination of the external aerodynamic force of the aircraft: according to aerodynamic force f in step 1.13iAnd a pneumatic moment miThe aerodynamic force F outside the aircraft is obtained by integrating the entire gridS(t) aerodynamic moment MS(t), the concrete calculation formulas are respectively shown as (12) and (13):
wherein N is the number of all the grids of the outer surface of the aircraft; fS(t) projection components on X-axis, Y-axis and Z-axis are respectively FxS(t)、FyS(t)、FzS(t)，MS(t) projection components on X-axis, Y-axis and Z-axis are MxS(t)、MyS(t)、MzS(t)。
1.17, returning to the step 1.5, performing iterative calculation until the simulation is finished, and outputting a simulation result.
Fig. 2 is a pitch angular acceleration dynamic response graph of an embodiment of the present invention, where the horizontal axis is time, the vertical axis is pitch angular acceleration, the curve with a box symbol represents the pitch angular acceleration dynamic response considering the moving wind field surrounding the aircraft, the curve with a triangle symbol represents the pitch angular acceleration dynamic response neglecting the moving wind field surrounding the aircraft, and the dashed curve represents the "1-cos" moving wind field excitation signal.
FIG. 3 is a graph of aircraft normal load coefficient dynamic response, with time on the horizontal axis and aircraft normal load coefficient on the vertical axis, the curve with square symbols representing the normal load coefficient dynamic response for a process of considering the moving wind field surrounding the aircraft, the curve with triangular symbols representing the normal load coefficient dynamic response for a process of neglecting the moving wind field surrounding the aircraft, and the dashed curve representing the "1-cos" moving wind field excitation signal, in accordance with an embodiment of the present invention.
As can be seen from fig. 2 and 3: for the calculation condition of considering the process that the moving wind field surrounds the aircraft, the pitching angular acceleration dynamic response of the aircraft is more severe, and the normal load coefficient has an obvious double-peak phenomenon.
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 (9)
1. A method for determining a dynamic response of an aircraft in a mobile wind farm environment, comprising:
step S1, performing initial aerodynamic calculation of all grids on the aircraft divided into the grids, and determining aerodynamic and aerodynamic moment outside the aircraft;
step S2, performing dynamic response solving based on the aerodynamic force and the aerodynamic moment to obtain each speed component of the aircraft projected on the body axis;
s3, interpolating the given mobile wind field data to obtain wind field speeds of the aircraft in all directions corresponding to all axes of the body axis system;
step S4, determining equivalent velocity components of each grid of the aircraft according to each velocity component of the aircraft and the wind field velocity in each direction;
step S5, determining an equivalent pneumatic attack angle and an equivalent sideslip angle of each grid of the aircraft according to the equivalent velocity component;
s6, interpolating pressure distribution data based on the equivalent pneumatic attack angle and the equivalent sideslip angle to obtain pressure coefficients of each grid of the aircraft;
and S7, determining aerodynamic force and aerodynamic moment of each grid of the aircraft based on the pressure coefficient, returning to S1, replacing the initial aerodynamic force and aerodynamic moment with new aerodynamic force and aerodynamic moment, and calculating the dynamic response of the aircraft at the next moment until the simulation is finished.
2. The method for determining the dynamic response of the aircraft in the mobile wind farm environment according to claim 1, wherein in step S2, the dynamic response of the aircraft is solved by a fourth-order longge-kutta method.
3. The method for determining the dynamic response of an aircraft in a mobile wind farm environment according to claim 1, wherein step S3 further comprises:
step S11, determining simulation time t;
step S12, surrounding speed V of aircraft based on moving wind fieldΔDetermining equivalent time t of each grid of the aircraft in a mobile wind fieldi：ti＝t-Δxi/VΔWherein, Δ xiThe horizontal distance between the ith grid centroid and the rear boundary of the aircraft empennage;
step S13, obtaining the horizontal moving wind field speed U received by each grid position according to the moving wind field data interpolationx(ti) Lateral moving wind field speed Uy(ti) Speed U of vertical moving wind fieldz(ti)。
4. The method for determining the dynamic response of an aircraft in a mobile wind farm environment according to claim 1, wherein step S4 further comprises:
step S41, acquiring a transformation matrix L from the geodetic coordinate system to the airplane body axis systembg；
Step S42, determining equivalent velocity components u at each grid of the aircraft based on the transformation matrixi(t)、vi(t)、wi(t)：
Wherein U (t), v (t), w (t) are each velocity component of the aircraft, Ux(ti)、Uy(ti)、Uz(ti) Wind field speeds in all directions.
5. The method for determining the dynamic response of an aircraft in a mobile wind farm environment of claim 4, wherein the transformation matrix is calculated from the aerodynamic characteristics data during the dynamic response solution of step S2.
6. The method for determining the dynamic response of an aircraft in a mobile wind farm environment according to claim 1, wherein in step S6, the pressure distribution data comprises original base pressure distribution data and elevator deflection delta pressure distribution data of the aircraft, and the original base pressure distribution data and the elevator deflection delta pressure distribution data of the aircraft are obtained through wind tunnel tests or CFD simulations.
7. The method for determining the dynamic response of an aircraft in a mobile wind farm environment according to claim 6, further comprising, before the interpolation process in step S6:
acquiring the flight Mach number of the aircraft;
carrying out aircraft 1g balancing to obtain an aircraft balancing incidence angle and a balancing elevator deflection;
and acquiring the centroid dimensionless position of each grid when the surface grid of the aircraft is divided.
8. The method for determining the dynamic response of an aircraft in a mobile wind farm environment according to claim 1, wherein step S7 further comprises:
step S71, determining aerodynamic force of each grid of the aircraft according to the pressure coefficient, the equivalent velocity pressure, the normal vector of the object plane and the grid area of each grid of the aircraft;
step S72, determining aerodynamic moment of each grid of the aircraft according to aerodynamic force and centroid position vector of each grid of the aircraft;
step S73, determining aerodynamic force and aerodynamic moment outside the aircraft according to the aerodynamic force and the aerodynamic moment at each grid of the aircraft;
and the normal vector of the object plane, the grid area and the centroid position vector are determined during grid division.
9. The method for determining the dynamic response of an aircraft in a mobile wind farm environment according to claim 1, wherein the mesh divided by the aircraft surface is a triangular mesh.
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| CN115438602A (en) * | 2022-10-11 | 2022-12-06 | 中国航空工业集团公司西安飞机设计研究所 | Method for determining wind field aerodynamic load of elastic aircraft in mobile wind field environment |
| CN116522429A (en) * | 2023-07-05 | 2023-08-01 | 西安羚控电子科技有限公司 | Method and system for generating special effect of aircraft task load display |
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| 韩鹏等: "一种用于获得飞机部件气动载荷的网格向量法", 《空气动力学学报》 * |
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| CN115438603A (en) * | 2022-10-11 | 2022-12-06 | 中国航空工业集团公司西安飞机设计研究所 | Method for determining wind field dynamic response of elastic aircraft in mobile wind field environment |
| CN115438602A (en) * | 2022-10-11 | 2022-12-06 | 中国航空工业集团公司西安飞机设计研究所 | Method for determining wind field aerodynamic load of elastic aircraft in mobile wind field environment |
| CN115438603B (en) * | 2022-10-11 | 2023-08-04 | 中国航空工业集团公司西安飞机设计研究所 | Method for determining wind field dynamic response of elastic aircraft in mobile wind field environment |
| CN115438602B (en) * | 2022-10-11 | 2023-08-04 | 中国航空工业集团公司西安飞机设计研究所 | Method for determining pneumatic load of elastic aircraft wind field in mobile wind field environment |
| CN116522429A (en) * | 2023-07-05 | 2023-08-01 | 西安羚控电子科技有限公司 | Method and system for generating special effect of aircraft task load display |
| CN116522429B (en) * | 2023-07-05 | 2023-09-12 | 西安羚控电子科技有限公司 | Method and system for generating special effect of aircraft task load display |
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