CN115017721A - Method and device for identifying cruise characteristics of airplane and flight control system - Google Patents
Method and device for identifying cruise characteristics of airplane and flight control system Download PDFInfo
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Abstract
The application belongs to the technical field of airplane design, and particularly relates to an airplane cruise characteristic identification method and device and a flight control system. The method comprises the steps of S1, determining the lift force and the drag force of the airplane based on the airplane attitude information and the overload information of each flight parameter recording moment in the test flight test; step S2, lift coefficient and drag coefficient at each moment are calculated; s3, taking the average value of all aircraft lift coefficients in a set time period as a lift identification point; step S4, forming a test flight identification pole curve, and correcting an airplane aerodynamic model; step S5, calculating the theoretical oil consumption under the same working state at each flight moment; step S6, integrating the theoretical oil consumption at each moment to obtain the theoretical hour oil consumption; step S7, acquiring an oil consumption deviation, and correcting an engine model; and step S8, determining the aircraft cruise characteristics based on the corrected aircraft aerodynamic model and the corrected engine model. This application single-point test time is short, has improved aircraft test flight efficiency.
Description
Technical Field
The application belongs to the technical field of airplane design, and particularly relates to an airplane cruise characteristic identification method and device and a flight control system.
Background
The cruise characteristic identification is a key task of airplane test flight, the cruise characteristic is highly related to the flight state and the fuel consumption of an engine, and the fuel consumption data is collected and the fuel consumption statistical error is reduced by relying on a long-time typical cruise state test flight test. For flight safety, a long test flight cannot be performed in the early stage of the test flight mission, and thus it is difficult to evaluate the cruise characteristics.
In the early stage of scientific research and test flight, test flight safety is mainly used, the number of test flight times and the time length are limited, and the existing airplane or unmanned aerial vehicle has the requirement of multi-state, multi-number of test flight times and long-time test flight for the cruising performance identification. The atmospheric conditions and the flight states in the test flight process are nonstandard, so that the identification precision of the ideal cruise state is influenced, and the parameters obtained in the test flight process for a limited number of times cannot effectively correct the aircraft cruise characteristic calculation model, so that the aircraft cruise characteristic parameters calculated by the aircraft cruise characteristic calculation model are inaccurate. The aircraft cruise characteristic calculation model is used as an important component unit of a flight control system, the processing precision of the aircraft cruise characteristic calculation model on data influences the evaluation result of the performance of the aircraft, and the delivery time of the aircraft is seriously influenced.
Disclosure of Invention
In order to solve the problems, the application provides an aircraft cruise characteristic identification method, an aircraft cruise characteristic identification device and a flight control system.
The application provides an aircraft cruise characteristic identification method in a first aspect, which mainly comprises the following steps:
step S1, determining the aircraft lift force and the aircraft resistance at each moment based on the aircraft attitude information and the overload information at each flight parameter recording moment in the test flight test;
step S2, respectively calculating lift coefficient and drag coefficient at each moment according to the lift force and the drag force of the airplane;
s3, taking the average value of all aircraft lift coefficients in a set time period as a lift identification point, and taking the average value of all aircraft drag coefficients in the set time period as a drag identification point;
s4, fitting lift force identification points and resistance identification points in a plurality of time periods in a test flight test to form a test flight identification polar curve, and correcting an aircraft aerodynamic model based on the test flight identification polar curve;
step S5, calculating theoretical oil consumption under the same working state at each flight time in the test flight test;
step S6, integrating the theoretical oil consumption at each moment to obtain the theoretical hour oil consumption;
step S7, comparing the actual fuel consumption given in the test flight test to obtain a fuel consumption deviation, and correcting an engine model based on the fuel consumption deviation;
and step S8, determining the cruise characteristics of the airplane based on the corrected airplane aerodynamic model and the corrected engine model.
Preferably, the step S1 further includes:
respectively constructing a functional relation between the aircraft resistance and the aircraft axial overload and a functional relation between the aircraft lift force and the aircraft normal overload;
acquiring airplane attitude information and overload information of each flight parameter recording moment in a test flight test based on parameters given by each functional relation;
and respectively calculating the aircraft resistance and the aircraft lift force based on the functional relations.
Preferably, the functional relationship between aircraft drag and aircraft axial overload is:
the functional relationship between the aircraft lift and the aircraft normal overload is as follows:
wherein the content of the first and second substances,
to overload the aircraft axially below the axis of the body at time i,
for normal overload of the aircraft below the axis system at time i,
for the weight of the aircraft at time i,
for the acceleration of gravity of the aircraft at time i,
for the thrust of the aircraft engine at time i,
in order to mount the angle of the engine,
aircraft drag at time i, L
Is the aircraft lift at time i.
Preferably, the engine thrust is obtained by solving according to an engine model, and the engine model is corrected according to non-standard atmosphere and power extraction parameters corresponding to a real-time flight state in an aircraft test flight test.
The second aspect of the present application provides an aircraft cruise characteristic identification device, mainly including:
the lift resistance calculation module is used for determining the aircraft lift force and the aircraft resistance at each moment based on the aircraft attitude information and the overload information at each flight parameter recording moment in the test flight test;
the lift-drag coefficient calculation module is used for respectively calculating a lift coefficient and a drag coefficient at each moment according to the lift force and the drag force of the airplane;
the identification point determining module is used for taking the mean value of all aircraft lift coefficients in a set time period as a lift identification point and taking the mean value of all aircraft drag coefficients in the set time period as a drag identification point;
the aircraft aerodynamic model correction module is used for fitting lift force identification points and resistance identification points in a plurality of time periods in a test flight test to form a test flight identification polar curve and correcting the aircraft aerodynamic model based on the test flight identification polar curve;
the theoretical oil consumption calculation module is used for calculating the theoretical oil consumption under the same working state at each flight moment in the test flight test;
the integration module is used for integrating the theoretical oil consumption at each moment to obtain the theoretical hour oil consumption;
the engine model correction module is used for comparing the actual fuel consumption given in the test flight test to obtain a fuel consumption deviation and correcting the engine model based on the fuel consumption deviation;
and the cruise characteristic calculation module is used for determining the cruise characteristic of the airplane based on the corrected airplane aerodynamic model and the corrected engine model.
Preferably, the lift-drag calculation module includes:
the functional relation construction unit is used for respectively constructing a functional relation between the aircraft resistance and the aircraft axial overload and a functional relation between the aircraft lift force and the aircraft normal overload;
the parameter acquisition unit is used for acquiring the airplane attitude information and the overload information of each flight parameter recording moment in a test flight test based on the parameters given by each functional relation;
and the lift-drag calculation unit is used for calculating the aircraft resistance and the aircraft lift force respectively based on the functional relations.
Preferably, the functional relationship between aircraft drag and aircraft axial overload is:
the functional relationship between the aircraft lift and the aircraft normal overload is as follows:
wherein the content of the first and second substances,
to overload the aircraft axially below the axis of the body at time i,
for normal overload of the aircraft below the axis system at time i,
for the weight of the aircraft at time i,
for the acceleration of gravity of the aircraft at time i,
for the thrust of the aircraft engine at time i,
in order to mount the angle of the engine,
aircraft drag at time i, L
Is the aircraft lift at time i.
Preferably, the engine thrust is obtained by solving according to an engine model, and the engine model is corrected according to non-standard atmosphere and power extraction parameters corresponding to a real-time flight state in an aircraft test flight test.
The third aspect of the application provides a flight control system, which comprises an aircraft cruise characteristic calculation model, wherein the aircraft cruise characteristic calculation model comprises an engine model, an aircraft weight model and an aircraft aerodynamic model, and the engine model and the aircraft aerodynamic model are corrected according to the aircraft cruise characteristic identification method.
According to the method, the lift-drag characteristic is identified through stable flight with a small time scale, so that the aircraft cruise characteristic calculation model is modified, the prediction of the flight performance is achieved, the single-point test time is short, and the aircraft test flight efficiency is improved.
Drawings
Fig. 1 is a flowchart of a method for identifying cruise characteristics of an aircraft based on time-varying flight conditions according to a preferred embodiment of the present invention.
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 based on the embodiments in the present application without making any creative effort belong to the protection scope of the present application. Embodiments of the present application will be described in detail below with reference to the drawings.
The present application provides, in a first aspect, a method for identifying an aircraft cruise characteristic based on a time-varying flight state, as shown in fig. 1, which mainly includes:
step S1, determining the aircraft lift force and the aircraft resistance at each moment based on the aircraft attitude information and the overload information at each flight parameter recording moment in the test flight test;
step S2, respectively calculating lift coefficient and drag coefficient at each moment according to the lift force and the drag force of the airplane;
s3, taking the average value of all aircraft lift coefficients in a set time period as a lift identification point, and taking the average value of all aircraft drag coefficients in the set time period as a drag identification point;
s4, fitting lift force identification points and resistance identification points in a plurality of time periods in a test flight test to form a test flight identification polar curve, and correcting an aircraft aerodynamic model based on the test flight identification polar curve;
step S5, calculating theoretical oil consumption under the same working state at each flight time in the test flight test;
step S6, integrating the theoretical oil consumption at each moment to obtain the theoretical hour oil consumption;
step S7, comparing the actual fuel consumption given in the test flight test to obtain a fuel consumption deviation, and correcting an engine model based on the fuel consumption deviation;
and step S8, determining the aircraft cruise characteristics based on the corrected aircraft aerodynamic model and the corrected engine model.
In the application, the steps S1 to S4 are mainly to modify the aircraft aerodynamic model by obtaining a flight test analysis polar curve, and because the aircraft is affected by external atmospheric disturbance and the like in the flight process, the flight parameters are in a constantly changing state, and the influence caused by the disturbance needs to be eliminated by using flight parameter data for identification. The method introduces information such as attitude and overload into identification calculation, eliminates influence caused by flight disturbance, calculates lift drag coefficient of each flight parameter recording moment, takes all identification result mean values in a time period as an identification point, selects a large number of identification state points, performs quadratic fitting, and acquires a test flight identification polar curve. And step S5-step S7, the engine model is corrected by calculating the fuel consumption deviation, firstly, the theoretical hour fuel consumption of the same working state at each flight moment is calculated, secondly, the theoretical fuel consumption is obtained through integration, the theoretical fuel consumption is compared with the actual fuel consumption obtained from the flight parameter data, the deviation between the actual fuel consumption and the theoretical fuel consumption is obtained, the influence of the flight state is eliminated through the deviation, and the deviation is the theoretical deviation of the fuel consumption of the engine. In step S8, the performance calculation theoretical model is corrected by using the lift-drag characteristic model and the engine fuel consumption deviation obtained by the above two steps of identification, and the cruise characteristic of the aircraft is calculated by using the corrected theoretical model, so as to obtain a cruise performance identification result.
In some alternative embodiments, step S1 further includes:
respectively constructing a functional relation between the aircraft resistance and the aircraft axial overload and a functional relation between the aircraft lift force and the aircraft normal overload;
acquiring airplane attitude information and overload information of each flight parameter recording moment in a test flight test based on parameters given by each functional relation;
and respectively calculating the aircraft resistance and the aircraft lift force based on the functional relations.
In some alternative embodiments, the functional relationship between aircraft drag and aircraft axial overload is:
the functional relationship between the aircraft lift and the aircraft normal overload is as follows:
wherein the content of the first and second substances,
to achieve an axial overload of the aircraft below the shafting at time i,
for normal overload of the aircraft below the axis system at time i,
for the weight of the aircraft at time i,
for the acceleration of gravity of the aircraft at time i,
for the thrust of the aircraft engine at time i,
in order to mount the angle of the engine,
aircraft drag at time i, L
Is the aircraft lift at time i.
Transforming the two functional relationships to obtain:
D(i)=A z (i)sinα(i)-A x (i)cosα(i)；
L(i)=A z (i)cosα(i)+A x (i)sinα(i)；
wherein A is x (i)=n xt (i)m(i)g(i)-P(i)cos
；
A z (i)=n zt (i)m(i)g(i)-P(i)sin
。
Then, in step S2, a lift coefficient cl (i) and a drag coefficient cd (i) at time i are obtained, where cl (i) = l (i)/q (i)/S; cd (i) = d (i)/q (i)/S; wherein Q (i) is the flight dynamic pressure at the ith moment, and S is the reference area of the airplane.
In some optional embodiments, the engine thrust is obtained by solving an engine model, and the engine model is corrected according to non-standard atmospheric and power extraction parameters corresponding to the real-time flight state in an aircraft test flight test.
In step S8, the aircraft cruise characteristics model may be simplified to the following equation:
y(i)=F[TEngn(i),Mass(i),Aerodynamic(i)]；
wherein y (i) is the cruising characteristic of the airplane at the moment i, and the model or the function F at least comprises an engine model/function TENgn (i), a weight model/function Mass (i) and an airplane aerodynamic model/function aerodynemic (i);
engine model/function tengn (i) = f [ h (i), ma (i), th (i), N2(i) ], where h (i) is the aircraft altitude at time i, ma (i) is the aircraft mach number at time i, th (i) is the intake air temperature at time i, and N2(i) is the engine speed at time i;
aircraft aerodynamic model/function aerodynemic (i) = f [ α (i), ma (i), h (i) ], where α (i) is the aircraft angle of attack at time i.
In addition, through multiple test flight tasks, points with similar states can be selected, the steps are repeated, and iterative correction is carried out on the lift-drag characteristic model and the engine fuel consumption deviation, so that the model is more accurate.
The second aspect of the present application provides an aircraft cruise characteristic identification device, mainly including:
the lift resistance calculation module is used for determining the aircraft lift force and the aircraft resistance at each moment based on the aircraft attitude information and the overload information at each flight parameter recording moment in the test flight test;
the lift-drag coefficient calculation module is used for respectively calculating a lift coefficient and a drag coefficient at each moment according to the lift force and the drag force of the airplane;
the identification point determining module is used for taking the mean value of all aircraft lift coefficients in a set time period as a lift identification point and taking the mean value of all aircraft drag coefficients in the set time period as a drag identification point;
the aircraft aerodynamic model correction module is used for fitting lift force identification points and resistance identification points in a plurality of time periods in a test flight test to form a test flight identification polar curve and correcting the aircraft aerodynamic model based on the test flight identification polar curve;
the theoretical oil consumption calculation module is used for calculating the theoretical oil consumption under the same working state at each flight time in the test flight test;
the integration module is used for integrating the theoretical oil consumption at each moment to obtain the theoretical hour oil consumption;
the engine model correction module is used for comparing the actual fuel consumption given in the test flight test to obtain a fuel consumption deviation and correcting the engine model based on the fuel consumption deviation;
and the cruise characteristic calculation module is used for determining the cruise characteristic of the airplane based on the corrected airplane aerodynamic model and the corrected engine model.
In some optional embodiments, the lift-drag calculation module comprises:
the functional relation construction unit is used for respectively constructing a functional relation between the aircraft resistance and the aircraft axial overload and a functional relation between the aircraft lift force and the aircraft normal overload;
the parameter acquisition unit is used for acquiring the airplane attitude information and the overload information of each flight parameter recording moment in a test flight test based on the parameters given by each functional relation;
and the lift-drag calculation unit is used for calculating the aircraft resistance and the aircraft lift force respectively based on the functional relations.
In some alternative embodiments, the functional relationship between aircraft drag and aircraft axial overload is:
the functional relationship between the aircraft lift force and the aircraft normal overload is as follows:
wherein the content of the first and second substances,
to overload the aircraft axially below the axis of the body at time i,
for normal overload of the aircraft below the axis system at time i,
for the weight of the aircraft at time i,
for the acceleration of gravity of the aircraft at time i,
for the thrust of the aircraft engine at time i,
in order to mount the angle of the engine,
aircraft drag at time i, L
Is the aircraft lift at time i.
In some optional embodiments, the engine thrust is obtained by solving an engine model, and the engine model is corrected according to non-standard atmospheric and power extraction parameters corresponding to the real-time flight state in an aircraft test flight test.
The third aspect of the application provides a flight control system, which comprises an aircraft cruise characteristic calculation model, wherein the aircraft cruise characteristic calculation model comprises an engine model, an aircraft weight model and an aircraft aerodynamic model, and the engine model and the aircraft aerodynamic model are corrected according to the aircraft cruise characteristic identification method.
In addition, through multiple test flight tasks, an identification point which is close to the airplane flight state when the airplane cruise characteristic is calculated in the initial airplane cruise characteristic identification method can be selected, the airplane cruise characteristic identification method is repeated, and the lift-drag characteristic model and the engine fuel consumption deviation are iteratively corrected, so that the model is more accurate.
Compared with the traditional identification, the identification method has the advantages that the identification method is accurate to each flight parameter moment, the state parameters strictly correspond to each other, the influence of unbalanced flight states is eliminated, and the state selection is not limited to stable level flight; the cruise characteristic identification method has the advantages that data can be acquired through multiple short-time flight tests in typical states, the cruise characteristic can be identified in the early stage of the test, meanwhile, the identification accuracy can be improved through continuous iterative correction, and the cruise test flight number and time can be saved.
Although the present application has been described in detail with respect to the general description and specific embodiments, it will be apparent to those skilled in the art that certain modifications or improvements may be made based on the present application. Accordingly, such modifications and improvements are intended to be within the scope of this invention as claimed.
Claims (9)
1. An aircraft cruise characteristic identification method is characterized by comprising the following steps:
step S1, determining the aircraft lift force and the aircraft resistance at each moment based on the aircraft attitude information and the overload information at each flight parameter recording moment in the test flight test;
step S2, respectively calculating lift coefficient and drag coefficient at each moment according to the lift force and the drag force of the airplane;
s3, taking the average value of all aircraft lift coefficients in a set time period as a lift identification point, and taking the average value of all aircraft drag coefficients in the set time period as a drag identification point;
s4, fitting lift force identification points and resistance identification points in a plurality of time periods in a test flight test to form a test flight identification polar curve, and correcting an aircraft aerodynamic model based on the test flight identification polar curve;
step S5, calculating theoretical oil consumption under the same working state at each flight time in the test flight test;
step S6, integrating the theoretical oil consumption at each moment to obtain the theoretical hour oil consumption;
step S7, comparing the actual fuel consumption given in the test flight test to obtain a fuel consumption deviation, and correcting an engine model based on the fuel consumption deviation;
and step S8, determining the aircraft cruise characteristics based on the corrected aircraft aerodynamic model and the corrected engine model.
2. The method for identifying aircraft cruise characteristics according to claim 1, wherein step S1 further comprises:
respectively constructing a functional relation between the aircraft resistance and the aircraft axial overload and a functional relation between the aircraft lift force and the aircraft normal overload;
acquiring airplane attitude information and overload information of each flight parameter recording moment in a test flight test based on parameters given by each functional relation;
and respectively calculating the aircraft resistance and the aircraft lift force based on the functional relations.
3. An aircraft cruise characteristic identification method as claimed in claim 2, wherein the functional relationship between aircraft drag and aircraft axial overload is:
the functional relationship between the aircraft lift and the aircraft normal overload is as follows:
wherein the content of the first and second substances,
to overload the aircraft axially below the axis of the body at time i,
for normal overload of the aircraft below the axis system at time i,
for the weight of the aircraft at time i,
for the acceleration of gravity of the aircraft at time i,
for the thrust of the aircraft engine at time i,
in order to mount the angle of the engine,
aircraft drag at time i, L
Is the aircraft lift at time i.
4. An aircraft cruise characteristic identification method according to claim 3, wherein the engine thrust is solved and obtained from an engine model, and the engine model is corrected in an aircraft test flight test according to non-standard atmospheric and power extraction parameters corresponding to real-time flight conditions.
5. An aircraft cruise characteristic identification device, comprising:
the lift resistance calculation module is used for determining the aircraft lift force and the aircraft resistance at each moment based on the aircraft attitude information and the overload information at each flight parameter recording moment in the test flight test;
the lift-drag coefficient calculation module is used for respectively calculating a lift coefficient and a drag coefficient at each moment according to the lift force and the drag force of the airplane;
the identification point determining module is used for taking the mean value of all aircraft lift coefficients in a set time period as a lift identification point and taking the mean value of all aircraft drag coefficients in the set time period as a drag identification point;
the aircraft aerodynamic model correction module is used for fitting lift force identification points and resistance identification points in a plurality of time periods in a test flight test to form a test flight identification polar curve and correcting the aircraft aerodynamic model based on the test flight identification polar curve;
the theoretical oil consumption calculation module is used for calculating the theoretical oil consumption under the same working state at each flight moment in the test flight test;
the integration module is used for integrating the theoretical oil consumption at each moment to obtain the theoretical hour oil consumption;
the engine model correction module is used for comparing the actual fuel consumption given in the test flight test to obtain a fuel consumption deviation and correcting the engine model based on the fuel consumption deviation;
and the cruise characteristic calculation module is used for determining the cruise characteristic of the airplane based on the corrected airplane aerodynamic model and the corrected engine model.
6. An aircraft cruise characteristic identification device according to claim 1, wherein said lift-drag calculation module comprises:
the functional relationship building unit is used for respectively building a functional relationship between the aircraft resistance and the aircraft axial overload and a functional relationship between the aircraft lift force and the aircraft normal overload;
the parameter acquisition unit is used for acquiring the airplane attitude information and the overload information of each flight parameter recording moment in a test flight test based on the parameters given by each functional relation;
and the lift-drag calculation unit is used for calculating the aircraft resistance and the aircraft lift force respectively based on the functional relations.
7. An aircraft cruise characteristic identification apparatus as claimed in claim 6, wherein the functional relationship between aircraft drag and aircraft axial overload is:
the functional relationship between the aircraft lift and the aircraft normal overload is as follows:
wherein the content of the first and second substances,
to overload the aircraft axially below the axis of the body at time i,
for normal overload of the aircraft below the axis system at time i,
for the weight of the aircraft at time i,
for the acceleration of gravity of the aircraft at time i,
for the thrust of the aircraft engine at time i,
is a mounting angle of the engine and is a mounting angle of the engine,
aircraft drag at time i, L
Is the aircraft lift at time i.
8. An aircraft cruise characteristic identification apparatus as claimed in claim 7 wherein said engine thrust is solved from an engine model, said engine model being modified in an aircraft test flight test according to non-standard atmospheric and power extraction parameters corresponding to real-time flight conditions.
9. A flight control system comprising an aircraft cruise characteristics calculation model including an engine model, an aircraft weight model and an aircraft aerodynamic model, the engine model and the aircraft aerodynamic model being corrected according to the aircraft cruise characteristics identification method of claim 1.
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