CN115017721B - 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
- Publication number
- CN115017721B CN115017721B CN202210712833.5A CN202210712833A CN115017721B CN 115017721 B CN115017721 B CN 115017721B CN 202210712833 A CN202210712833 A CN 202210712833A CN 115017721 B CN115017721 B CN 115017721B
- Authority
- CN
- China
- Prior art keywords
- aircraft
- moment
- airplane
- test
- flight
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 25
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 title claims abstract description 9
- 238000012360 testing method Methods 0.000 claims abstract description 108
- 239000000446 fuel Substances 0.000 claims description 22
- 238000012937 correction Methods 0.000 claims description 8
- 230000001133 acceleration Effects 0.000 claims description 6
- 238000000605 extraction Methods 0.000 claims description 6
- 238000010276 construction Methods 0.000 claims description 3
- 230000010354 integration Effects 0.000 claims description 3
- 238000013461 design Methods 0.000 abstract description 2
- 230000008569 process Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000011156 evaluation Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 230000001131 transforming effect Effects 0.000 description 1
Images
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2119/00—Details relating to the type or aim of the analysis or the optimisation
- G06F2119/14—Force analysis or force optimisation, e.g. static or dynamic forces
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Theoretical Computer Science (AREA)
- Computer Hardware Design (AREA)
- Evolutionary Computation (AREA)
- Geometry (AREA)
- General Engineering & Computer Science (AREA)
- General Physics & Mathematics (AREA)
- Testing Of Engines (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
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 following steps of S1, determining the lift force and the drag force of the airplane based on airplane attitude information and overload information at each flight parameter recording moment in a test flight test; s2, calculating lift coefficient and resistance coefficient at each moment; s3, taking the mean value of lift coefficients of all airplanes in a set time period as a lift identification point; s4, forming a test flight identification pole curve, and correcting an airplane aerodynamic model; s5, calculating theoretical oil consumption under the same working state at each flight moment; s6, integrating the theoretical oil consumption at each moment to obtain the theoretical hourly oil consumption; s7, acquiring an oil consumption deviation, and correcting an engine model; and S8, determining the cruise characteristics of the airplane based on the corrected airplane 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, it is difficult to evaluate the cruise characteristics because a long test flight cannot be performed at an early stage of a test flight mission.
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 in the test flight process are nonstandard, the flight state is not ideal, so that the identification precision of the ideal cruise state can be influenced, the parameters obtained in the test flight process for limited times cannot effectively correct the aircraft cruise characteristic calculation model, and 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 invention 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:
s1, determining aircraft lift force and aircraft resistance at each moment based on aircraft attitude information and overload information at each flight parameter recording moment in a test flight test;
s2, respectively calculating a lift coefficient and a drag coefficient at each moment according to the lift force and the drag force of the airplane;
s3, 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;
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;
s5, calculating theoretical oil consumption under the same working state at each flight time in a test flight test;
s6, integrating the theoretical oil consumption at each moment to obtain the theoretical hour oil consumption;
s7, comparing the actual oil consumption given in the test flight test to obtain an oil consumption deviation, and correcting an engine model based on the oil consumption deviation;
and 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 n is xt (i) For an axial overload of the aircraft under the axis system at time i, n zt (i) The normal overload of the airplane under the shafting at the moment i, m (i) the weight of the airplane at the moment i, g (i) the gravitational acceleration of the airplane at the moment i, P (i) the thrust of the engine of the airplane at the moment i,
d (i) is the aircraft resistance at the moment i, and L (i) is the aircraft lift at the moment 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 time in the test flight test;
the integration module is used for integrating the theoretical oil consumption at each moment to obtain the theoretical hourly 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 each functional relation.
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 n is xt (i) For an axial overload of the aircraft at time i, n zt (i) The normal overload of the airplane under the shafting at the moment i, m (i) is the weight of the airplane at the moment i, g (i) is the gravitational acceleration of the airplane at the moment i, P (i) is the thrust of the engine of the airplane at the moment i,
d (i) is the aircraft resistance at the moment i, and L (i) is the aircraft lift at the moment 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 cruise characteristic calculation model of the airplane is modified, the prediction of the flight performance is achieved, the single-point test time is short, and the trial flight efficiency of the airplane 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 accompanying drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application. All other embodiments obtained by a person of ordinary skill in the art without any inventive work based on the embodiments in the present application are within the scope of protection of the present application. Embodiments of the present application will be described in detail below with reference to the drawings.
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:
s1, determining aircraft lift force and aircraft resistance at each moment based on aircraft attitude information and overload information at each flight parameter recording moment in a test flight test;
s2, respectively calculating a lift coefficient and a drag coefficient at each moment according to the lift force and the drag force of the airplane;
s3, 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;
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;
s5, calculating theoretical oil consumption under the same working state at each flight time in a test flight test;
s6, integrating the theoretical oil consumption at each moment to obtain the theoretical hour oil consumption;
s7, comparing the actual oil consumption given in the test flight test to obtain an oil consumption deviation, and correcting an engine model based on the oil consumption deviation;
and S8, determining the cruise characteristics of the airplane based on the corrected airplane aerodynamic model and the corrected engine model.
In the application, the step S1-the step S4 are mainly used for correcting the airplane aerodynamic model by obtaining a test flight identification polar curve, because the airplane is influenced by external atmospheric disturbance and the like in the flying process, the flying parameters are in a constantly changing state, and the influence caused by the disturbance is eliminated by utilizing the flying 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 S5-S7, correcting the engine model by calculating the fuel consumption deviation, firstly, calculating the theoretical hour fuel consumption of the same working state at each flight moment, secondly, integrating to obtain the theoretical fuel consumption, and comparing with the actual fuel consumption obtained from the flight parameter data to obtain the deviation between the actual fuel consumption and the theoretical fuel consumption, wherein the deviation eliminates the influence of the flight state and is the theoretical deviation of the fuel consumption of the engine. And S8, correcting the performance calculation theoretical model by using the lift-drag characteristic model and the engine fuel consumption deviation obtained by the two steps of identification, and calculating the cruise characteristic of the airplane by using the corrected theoretical model to obtain a cruise performance identification result.
In some optional embodiments, 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.
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 n is xt (i) For an axial overload of the aircraft under the axis system at time i, n zt (i) The normal overload of the airplane under the shafting at the moment i, m (i) the weight of the airplane at the moment i, g (i) the gravitational acceleration of the airplane at the moment i, P (i) the thrust of the engine of the airplane at the moment i,
d (i) is the aircraft resistance at the moment i, and L (i) is the aircraft lift at the moment 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,
then, in step S2, a lift coefficient CL (i) and a drag coefficient CD (i) at the i-th time are solved, where CL (i) = L (i)/Q (i)/S; CD (i) = D (i)/Q (i)/S; 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 nonstandard atmospheric and power extraction parameters corresponding to a real-time flight state in an aircraft test flight test.
In step S8, the aircraft cruise characteristics model can be simplified to the following equation:
y(i)＝F[TEngn(i),Mass(i),Aerodynamic(i)]；
the model or the function F at the moment i at least comprises an engine model/function TENGN (i), a weight model/function Mass (i) and an aircraft Aerodynamic model/function Aerodynemic (i);
an engine model/function TEngn (i) = f [ H (i), ma (i), th (i), N2 (i) ], where H (i) is an aircraft altitude at a time i, ma (i) is an aircraft mach number at the time i, th (i) is an intake air temperature at the time i, and N2 (i) is an engine speed at the 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, points with similar states can be selected through a plurality of test flight tasks, 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, which mainly includes:
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 hourly 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-off 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 n is xt (i) For an axial overload of the aircraft under the axis system at time i, n zt (i) The normal overload of the airplane under the shafting at the moment i, m (i) the weight of the airplane at the moment i, g (i) the gravitational acceleration of the airplane at the moment i, P (i) the thrust of the engine of the airplane at the moment i,
d (i) is the aircraft resistance at the moment i, and L (i) is the aircraft lift at the moment 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 characteristics are 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 characteristics can be identified through multiple flight tests in typical states for a short time, the cruise characteristics 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 duration are 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:
s1, determining aircraft lift force and aircraft resistance at each moment based on aircraft attitude information and overload information at each flight parameter recording moment in a test flight test;
s2, respectively calculating a lift coefficient and a drag coefficient at each moment according to the lift force and the drag force of the airplane;
s3, 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;
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;
s5, calculating theoretical oil consumption under the same working state at each flight moment in a test flight test;
s6, integrating the theoretical oil consumption at each moment to obtain the theoretical hour oil consumption;
s7, comparing the actual oil consumption given in the test flight test to obtain an oil consumption deviation, and correcting an engine model based on the oil consumption deviation;
and S8, determining the cruise characteristics of the airplane based on the corrected airplane aerodynamic model and the corrected engine model.
2. The aircraft cruise characteristic identification method 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 according to 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 n is xt (i) For an axial overload of the aircraft under the axis system at time i, n zt (i) The normal overload of the airplane under the shafting at the moment i, m (i) is the weight of the airplane at the moment i, g (i) is the gravitational acceleration of the airplane at the moment i, P (i) is the thrust of the engine of the airplane at the moment i,
d (i) is the aircraft resistance at the moment i, and L (i) is the aircraft lift at the moment 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 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.
6. An aircraft cruise characteristic identification device according to claim 5, wherein said 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.
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 force and the aircraft normal overload is as follows:
wherein n is xt (i) For an axial overload of the aircraft at time i, n zt (i) The normal overload of the airplane under the shafting at the moment i, m (i) is the weight of the airplane at the moment i, g (i) is the gravitational acceleration of the airplane at the moment i, P (i) is the thrust of the engine of the airplane at the moment i,
d (i) is the aircraft resistance at the moment i, and L (i) is the aircraft lift at the moment i.
8. An aircraft cruise characteristic identification device according to claim 7 wherein the engine thrust is derived from a solution of an engine model modified in an aircraft test flight 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.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210712833.5A CN115017721B (en) | 2022-06-22 | 2022-06-22 | Method and device for identifying cruise characteristics of airplane and flight control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210712833.5A CN115017721B (en) | 2022-06-22 | 2022-06-22 | Method and device for identifying cruise characteristics of airplane and flight control system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115017721A CN115017721A (en) | 2022-09-06 |
| CN115017721B true CN115017721B (en) | 2023-03-14 |
Family
ID=83076090
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210712833.5A Active CN115017721B (en) | 2022-06-22 | 2022-06-22 | Method and device for identifying cruise characteristics of airplane and flight control system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115017721B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116107347B (en) * | 2023-04-12 | 2023-06-30 | 四川腾盾科技有限公司 | Test flight planning method for verifying maximum range index of piston power unmanned aerial vehicle |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107145693A (en) * | 2017-06-27 | 2017-09-08 | 中国航空工业集团公司沈阳飞机设计研究所 | The dynamic measurement method of the irregular fuel tank fuel quantity of aircraft |
| US10023323B1 (en) * | 2015-04-29 | 2018-07-17 | X Development Llc | Estimating wind from an airborne vehicle |
| CN110046735A (en) * | 2018-12-10 | 2019-07-23 | 南京航空航天大学 | Aircraft based on flying quality analysis is left the theatre fuel consumption appraisal procedure |
| CN111241625A (en) * | 2019-10-17 | 2020-06-05 | 成都飞机工业（集团）有限责任公司 | Test flight method for identifying characteristics of aircraft engine and identifying balanced pole curve |
| CN113962420A (en) * | 2020-07-21 | 2022-01-21 | 阿里巴巴集团控股有限公司 | Prediction method of aircraft fuel consumption, computing equipment and storage medium |
-
2022
- 2022-06-22 CN CN202210712833.5A patent/CN115017721B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US10023323B1 (en) * | 2015-04-29 | 2018-07-17 | X Development Llc | Estimating wind from an airborne vehicle |
| CN107145693A (en) * | 2017-06-27 | 2017-09-08 | 中国航空工业集团公司沈阳飞机设计研究所 | The dynamic measurement method of the irregular fuel tank fuel quantity of aircraft |
| CN110046735A (en) * | 2018-12-10 | 2019-07-23 | 南京航空航天大学 | Aircraft based on flying quality analysis is left the theatre fuel consumption appraisal procedure |
| CN111241625A (en) * | 2019-10-17 | 2020-06-05 | 成都飞机工业（集团）有限责任公司 | Test flight method for identifying characteristics of aircraft engine and identifying balanced pole curve |
| CN113962420A (en) * | 2020-07-21 | 2022-01-21 | 阿里巴巴集团控股有限公司 | Prediction method of aircraft fuel consumption, computing equipment and storage medium |
Non-Patent Citations (1)
| Title |
|---|
| 缩比模型演示验证飞行试验及关键技术;何开锋等;《空气动力学学报》;20171015(第05期);第66-75页 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115017721A (en) | 2022-09-06 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US10520389B2 (en) | Aerodynamic modeling using flight data | |
| CN109710961B (en) | High-altitude unmanned aerial vehicle limit rising data processing method based on GPS data | |
| CN114065399B (en) | Unmanned aerial vehicle flight performance calculation method considering complex meteorological conditions | |
| CN110553642B (en) | Method for improving inertial guidance precision | |
| CN113589847B (en) | Method for determining flight radius of flexible aircraft | |
| CN111717411B (en) | Method for correcting cruise thrust increment based on test flight data standard weight | |
| CN115017721B (en) | Method and device for identifying cruise characteristics of airplane and flight control system | |
| CN111382522A (en) | Aircraft engine installation thrust evaluation method based on takeoff and running data | |
| CN112800578B (en) | Quick high-precision simulation method for flight profile of unmanned aerial vehicle | |
| CN109634306B (en) | Aircraft control parameter determination method and device | |
| CN114004021B (en) | Cruise fuel flow calculation method for performance management of flight management system | |
| CN114065398A (en) | Flight performance calculation method for high-aspect-ratio flexible aircraft | |
| CN112257186A (en) | Time domain identification method for pneumatic parameters of small four-rotor aircraft | |
| US20220300672A1 (en) | Methods and Systems for Analyzing and Predicting Aeroelastic Flutter on Configurable Aircraft | |
| CN111412887B (en) | Attack angle and sideslip angle identification method based on Kalman filtering | |
| CN109625315A (en) | A kind of helicopter based on maximum performance takes off critical decision point Flight Test Method | |
| CN111767608B (en) | Cruise section oil consumption correction method based on test flight data standard weight | |
| CN112731958A (en) | Airborne wheel-borne signal using method based on speed protection | |
| CN111122901A (en) | Attack angle error automatic detection method and correction system thereof | |
| US20170121011A1 (en) | Determining enhanced operating state for aircraft | |
| CN113525711B (en) | Method for identifying aerodynamic focus of aircraft through flight test | |
| CN113094938B (en) | Helicopter oil consumption model construction method oriented to maritime search and rescue task simulation | |
| CN114329976A (en) | Analysis and processing method for pneumatic data of cruise state of propeller-driven aircraft | |
| CN116700358B (en) | Nonlinear height-fixing compensation control method for unmanned aerial vehicle in turning stage | |
| CN117519257B (en) | Supersonic speed cruising altitude control method based on back-stepping method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| CB03 | Change of inventor or designer information |
Inventor after: Yang Liang Inventor after: Zhan Guang Inventor after: Huang Weiping Inventor after: Cong Yunfeng Inventor after: Zhang Jian Inventor before: Yang Liang Inventor before: Huang Weiping Inventor before: Cong Yunfeng |
|
| CB03 | Change of inventor or designer information | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |