CN115062497B - Airplane brake energy estimation method - Google Patents
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Abstract
The invention discloses an aircraft brake energy estimation method, and relates to the technical field of aviation aircraft flight calculation. The method comprises the following steps: obtaining a total kinetic energy model of the airplane from landing to stopping; obtaining an engine slow-vehicle thrust work doing model of the airplane in the process from landing to stopping; obtaining a total energy model which needs to be overcome in the process from landing to stopping of the airplane according to the total kinetic energy model and the engine slow-vehicle thrust work-doing model; acquiring an aerodynamic work model of the airplane in the process from landing to stopping, and then acquiring a contribution rate model of aerodynamic work to total energy; and obtaining a braking energy model according to the total energy model and the contribution rate model. According to the invention, a new evaluation means is provided for the capacity design of the brake system and the capacity design of the pneumatic speed reducer through the brake energy model, so that the more accurate evaluation of the design requirement is realized and the design scheme can be iterated efficiently; and obtaining the brake speed limiting data when the airplane lands according to the data such as the brake energy, the friction coefficient and the like determined by the test flight.
Description
Technical Field
The invention relates to the technical field of flight calculation of an aviation aircraft, in particular to an aircraft brake energy estimation method.
Background
The landing and running distance of the airplane is an important flight performance design index of the airplane. The shorter the landing glide distance, the higher the aircraft adaptability to the airport. Therefore, shortening the landing run-off distance as much as possible is an important objective of aircraft landing performance design. The main factors influencing the landing and running distance of an airplane are as follows: landing weight, aerodynamic characteristics of the landing configuration, engine creep thrust at the landing roll-off stage, coefficient of braking friction, and maximum braking energy value of the braking system available for deceleration, referred to as braking energy for short.
The design of the braking energy of the airplane has important significance for shortening the landing distance. If the maximum brake energy design value is too low, the brake cannot be used under the condition of high running speed, and the landing running distance of the airplane is too long; if the brake fuse value is too large, the deadweight of the brake system is too large and the mission performance of the aircraft is reduced.
In the related technology, one method is to adopt a rough estimation algorithm to determine the total kinetic energy of the deceleration and stop of the airplane as the maximum braking energy requirement value of a braking system. The other method is to perform calculation by a mathematical and graphic analysis method according to the principles of dynamics and aerodynamics, but the calculation process of the method is complex, and quick calculation analysis and design scheme iteration are difficult to realize.
Accordingly, there is a need to ameliorate one or more of the problems with the related art solutions described above.
It is to be noted that the information disclosed in the above background section is only for enhancement of understanding of the background of the present disclosure, and thus may include information that does not constitute prior art known to those of ordinary skill in the art.
Disclosure of Invention
It is an object of the present invention to provide an aircraft braking energy estimation method that overcomes, at least to some extent, one or more of the problems due to the limitations and disadvantages of the related art.
The invention provides an aircraft brake energy estimation method, which comprises the following steps:
obtaining a total kinetic energy model of the airplane from landing to stopping;
obtaining an engine slow-vehicle thrust work doing model of the airplane in the process from landing to stopping, and converting the model into a relative weight work doing model;
obtaining a total energy model which needs to be overcome in the process from landing to stopping of the airplane according to the total kinetic energy model and the engine slow-vehicle thrust work doing model;
obtaining an aerodynamic work model of the aircraft from landing to stopping;
obtaining a contribution rate model of aerodynamic work to the total energy according to the aerodynamic work model and the total energy model;
and obtaining a brake energy model according to the total energy model and the contribution rate model.
Preferably, the total kinetic energy model is
Wherein, in the process,E kinetic energy The total energy that the aircraft needs to overcome from landing to stopping,min order for the aircraft to land on a quality basis,bindicating that the aircraft is in a braking condition,V b is the speed of the aircraft at landing.
Preferably, the method for converting the slow car thrust work model into the relative weight work to obtain the converted slow car thrust work model of the engine comprises the following steps:
establishing a slow-moving thrust work-doing model of a first engine,
wherein,iindicating that the aircraft's engine is in a slow operating state,E i applies work for the slow-speed thrust of the engine,F i is the thrust of the slow-moving airplane,ain order to be the acceleration of the aircraft,t b the time required for landing the aircraft to a stop;
averaging the slow-vehicle thrust from landing to stopping of the aircraft
Acceleration ofaTaking the mean acceleration
Substitution intoThe first engine slow-turning thrust working model obtains a second engine slow-turning thrust working model
Wherein, in the process,Llanding the aircraft to the distance of rollout during the stopping process;
order tom i The converted weight of the slow-speed thrust work of the airplane engine is obtained, and therefore the slow-speed thrust work model of the engine in the process from landing to stopping of the airplane is obtained
。
Preferably, the total energy model to be overcome by the aircraft from landing to stopping, which is obtained according to the total kinetic energy model and the engine slow-vehicle thrust work model, is:
Preferably, the aerodynamic work includes drag work and lift work.
Preferably, the step of obtaining an aerodynamic work model of the aircraft from landing to stopping comprises:
obtaining a resistance working model of the airplane in the process from landing to stopping;
obtaining a lift force working model of the airplane in the process from landing to stopping;
and adding the resistance working model and the lift working model to obtain the aerodynamic working model.
Preferably, the step of obtaining a drag working model of the aircraft from landing to stopping comprises:
establishing the aircraft landingFirst aerodynamic resistance working model in process from ground to stop
WhereinW D work is done for the pneumatic resistance,Sin order to provide the aircraft wing area,ρin order to be the density of the air,F D in order to achieve the pneumatic resistance,C D as coefficient of resistance, accelerationaTaking the mean acceleration
；
Will be provided with
，
Substituting the first aerodynamic resistance working model to obtain the resistance working model
。
Preferably, the step of obtaining a lift work model of the aircraft from landing to stopping comprises:
establishing a first friction work-doing model of the airplane from landing to stopping
WhereinW F in order to do work by the friction force,F L in order to provide the lifting force and the resistance,C L in order to be a coefficient of lift force,gin order to be the acceleration of the gravity,
，
for average coefficient of friction during deceleration, accelerationaTaking the mean acceleration
；
Will be provided with
Substituting the first friction force working model to obtain a second friction force working model
；
According to the second friction force work application model
To obtain a lift force working model
，W S Work is done for lift force.
Preferably, the aerodynamic working model is
Wherein, in the process,W A and performing work on aerodynamic force, wherein the model of the contribution rate of the aerodynamic force work on the total energy is as follows:
Preferably, the braking energy model is:
the technical scheme provided by the invention has the following beneficial effects:
according to the method for estimating the airplane brake energy, on one hand, the landing speed and the landing running distance are mainly used as independent variables, a new evaluation means is provided for the brake system capacity design and the pneumatic speed reducer capacity design through a brake energy model, the design requirement can be accurately evaluated, and the design scheme can be iterated efficiently; and on the other hand, the brake speed limiting data of the aircraft during landing can be obtained according to the data such as the brake energy, the friction coefficient and the like determined by test flight.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure. It should be apparent that the drawings in the following description are merely examples of the disclosure and that other drawings may be derived by those of ordinary skill in the art without inventive effort.
FIG. 1 is a flow chart illustrating a method for estimating aircraft braking energy in an exemplary embodiment of the disclosure.
Detailed Description
Example embodiments will now be described more fully with reference to the accompanying drawings. Example embodiments may, however, be embodied in many different forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of example embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.
In the exemplary embodiment, there is first provided an aircraft braking energy estimation method, which, referring to fig. 1, may include the steps of:
step S101: obtaining a total kinetic energy model of the airplane from landing to stopping;
step S102: obtaining an engine slow-vehicle thrust work doing model of the airplane in the process from landing to stopping, and converting the model into a relative weight work doing model;
step S103: obtaining a total energy model which needs to be overcome in the process from landing to stopping of the airplane according to the total kinetic energy model and the engine slow-vehicle thrust work doing model;
step S104: obtaining an aerodynamic work model of the aircraft from landing to stopping;
step S105: obtaining a contribution rate model of aerodynamic work to the total energy according to the aerodynamic work model and the total energy model;
step S106: and obtaining a braking energy model according to the total energy model and the contribution rate model.
Specifically, the slow-vehicle thrust work doing model of the airplane is obtained by converting the slow-vehicle thrust work doing of the airplane into weight work doing. And a braking energy model is constructed by a total energy model and a contribution rate model of aerodynamic work on the total energy, so that the constructed braking energy model mainly takes the landing speed or the landing running distance as an independent variable, the model can be rapidly calculated, and can be rapidly iterated for different airplanes, and the use efficiency is high.
On one hand, the method for estimating the aircraft brake energy mainly takes the landing speed and the landing running distance as independent variables, provides a new evaluation means for the design of the brake system capacity and the pneumatic speed reducer capacity through a brake energy model, can realize more accurate evaluation of the design requirement, and can efficiently iterate the design scheme; on the other hand, the braking speed limiting data of the aircraft during landing can be obtained according to the data such as braking energy, friction coefficient and the like determined by test flight.
Hereinafter, the respective steps of the above-described method in the present exemplary embodiment will be described in more detail with reference to fig. 1.
In one embodiment, theThe total kinetic energy model is
Wherein, in the process,E kinetic energy The total energy that the aircraft needs to overcome from landing to stopping,min order to provide for the landing quality of the aircraft,bindicating that the aircraft is in a braking condition,V b is the speed of the aircraft at landing. Specifically, the total kinetic energy model of the aircraft is the kinetic energy of the aircraft from landing to stopping.
In one embodiment, the method for converting the slow vehicle thrust work model into relative weight work to obtain a converted slow vehicle thrust work model of the engine comprises the following steps:
establishing a slow-moving thrust work-doing model of a first engine,
wherein,iindicating that the aircraft's engine is in a slow-operating state,E i applies work for the slow-speed thrust of the engine,F i the thrust of the slow-moving airplane is provided,ain order to be the acceleration of the aircraft,t b the time required for landing the aircraft to a stop;
averaging the slow-vehicle thrust from landing to stopping of the aircraft
Acceleration ofaTaking the mean acceleration
Substituting the model into the slow-speed thrust working model of the first engine to obtain a slow-speed thrust working model of a second engine
WhereinLlanding the aircraft to a distance of sliding during the stopping process;
order tom i Reduced weight for the thrust of a slow vehicle of an aircraft engine, so as to obtain the process from landing to stopping of the aircraftSlow-vehicle thrust work-doing model of engine
。
Specifically, the slow vehicle thrust work doing model is obtained by converting slow vehicle thrust work doing into weight work doing, so that the finally obtained brake energy model mainly takes the landing speed and the landing running distance as independent variables and is convenient to calculate.
In one embodiment, the total energy model to be overcome from landing to stopping of the aircraft, which is obtained according to the total kinetic energy model and the engine slow-vehicle thrust work model, is as follows:
In one embodiment, the aerodynamic work includes drag work and lift work.
In one embodiment, the step of obtaining an aerodynamic work model of the aircraft from landing to stopping comprises:
obtaining a resistance working model of the airplane in the process from landing to stopping;
obtaining a lift force working model of the airplane in the process from landing to stopping;
and adding the resistance working model and the lift working model to obtain the aerodynamic working model.
In one embodiment, the step of obtaining a drag working model of the aircraft from landing to stopping comprises:
establishing a first aerodynamic resistance working model of the airplane in the process from landing to stopping
WhereinW D work is done for the pneumatic resistance,Sfor the area of the wing of the aircraft,ρin order to be the density of the air,F D in order to achieve the pneumatic resistance,C D as coefficient of resistance, accelerationaTaking the mean acceleration
；
Will be provided with
，
Substituting the first aerodynamic resistance working model to obtain the resistance working model
。
In one embodiment, the step of obtaining a lift work model of the aircraft from landing to stop comprises:
establishing a first friction work model of the airplane in the process from landing to stopping
Wherein, in the process,W F in order to do work for the friction force,F L in order to provide the lifting force and the resistance,C L in order to be a coefficient of lift force,gin order to be the acceleration of the gravity,
，
is the average friction coefficient during deceleration, accelerationaTaking the mean acceleration
；
Will be provided with
Substituting the first friction force working model to obtain a second friction force working model
；
According to the second friction force acting model
To obtain a lift force working model
，W S Acting as lift force.
In one embodiment, the aerodynamic force working model is
WhereinW A applying work for aerodynamic force, wherein a contribution rate model of the aerodynamic force on the total energy is as follows:
In one embodiment, the braking energy model is:
the first embodiment is as follows:
in certain twin-engine aircraft brake system designs,the design value of the friction coefficient is mu =0.25, the maximum landing weight is 70t, and the wing area is 144m 2 The running distance index requirement is as follows: sea level standard atmospheric conditions (density ρ =1.225 kg/m) 3 ) The grounding speed of the airplane grounded is 200km/h, the corresponding resistance coefficient of the airplane grounded during sliding in the landing configuration is 0.3, the lift coefficient is 0.1, and the braking energy requirement required by the airplane braking system is calculated.
The calculation process is as follows:
(1) According to the average value of the thrust of a single engine in a slow-speed vehicle state under the standard atmospheric condition of the sea level of the engine of the airplane
And =500kgf, the slow vehicle thrust work of the two engines is converted into weight:
(2) The total kinetic energy of the aircraft from landing to stopping is:
(3) The contribution rate of the pneumatic resistance work to the total energy is as follows:
(4) The design demand for the braking energy of the aircraft braking system is as follows:
the second embodiment is as follows:
according to the design capability of a scheme brake system of a certain double-engine airplane, the friction coefficient is predicted to be mu =0.25, the maximum brake energy design capability provided by the brake system is predicted to be 75MJ, the maximum landing weight is 70t, and the wing area is 144m 2 Sea level standard atmosphere (density ρ =1.225 kg/m) 3 ) The landing running distance index requirement under the condition is 600m, the grounding speed of the airplane when in grounding is 200km/h, the lift coefficient corresponding to the landing configuration running attack angle is 0.1, and the total resistance coefficient design value of the speed reducer is not lower than what to design the speed reducer for the airplane to meet the running distance index requirement.
The calculation process is as follows:
(1) According to the average value of the thrust of a single engine of the airplane in a slow-moving state under the standard atmospheric condition at sea level
And if the engine speed is not less than 500kgf, the slow vehicle thrust work of the two engines is converted into weight:
(2) The total energy of the aircraft from landing to stopping is as follows:
(3) According to the known condition that the braking energy of the braking system is 75MJ, the ratio of the braking energy to the total energy is 75/113.9=65.8%, so that the contribution rate of the aerodynamic work to the total energy needs to be achieved: 1-65.8% =34.2%;
(4) Model of contribution rate of doing work to total energy through aerodynamic force
It is possible to obtain:
34.2%=1.225×144×（C D -0.25×0.1）×600/[2×（70000+3810）]
obtaining the design value of the drag coefficient of the airplane speed reducerC D ≥0.502。
The third concrete example:
the brake friction coefficient of a certain double-engine airplane is mu =0.25 according to a test flight result, the maximum landing weight is 70t, and the wing area is 144m 2 The maximum braking energy provided by the braking system is 80MJ, the landing running distance of the maximum landing weight under the standard atmospheric condition of the sea level is 700m, the corresponding resistance coefficient of the landing configuration running attack angle is 0.3, the lift coefficient is 0.1, the slow car thrust in the landing running is approximately 0, and the braking limit speed of the aircraft landing weight of 50 t-70 t needs to be determined according to the maximum braking energy.
The calculation process is as follows:
(1) The slow turning thrust is approximately 0, and the slow turning thrust is converted into weight of 0;
(2) The contribution rate of the aerodynamic resistance work done to the total energy can be obtained by calculation according to the known conditions as follows:
(3) The contribution rate of the braking energy provided by the braking system to the total energy is as follows: 1-24.26% =75.74%
(4) From the above, the total energy to be overcome during braking is 80/75.74% =106MJ
(5) Obtaining the relationship between the aircraft landing weight and the aircraft landing braking limiting speed according to the total energy overcome in the braking process, see table 1:
TABLE 1 relationship between aircraft landing weight and aircraft landing brake limit speed
It should be noted that although the steps of the methods of the present disclosure are depicted in the drawings in a particular order, this does not require or imply that the steps must be performed in this particular order or that all of the depicted steps must be performed to achieve desirable results. Additionally or alternatively, certain steps may be omitted, multiple steps combined into one step execution, and/or one step broken down into multiple step executions, etc. Additionally, it will also be readily appreciated that the steps may be performed synchronously or asynchronously, e.g., among multiple modules/processes/threads.
Through the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein may be implemented by software, or by software in combination with necessary hardware. Therefore, the technical solution according to the embodiment of the present disclosure may be embodied in the form of a software product, which may be stored in a non-volatile storage medium (which may be a CD-ROM, a usb disk, a mobile hard disk, or the like) or on a network, and includes several instructions to enable a computing device (which may be a personal computer, a server, or a network device, or the like) to execute the cloud mobile phone application management method according to the embodiment of the present disclosure.
Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.
Claims (8)
1. An aircraft braking energy estimation method, comprising:
obtaining a total kinetic energy model of the airplane from landing to stopping;
obtaining an engine slow-vehicle thrust work doing model of the airplane in the process from landing to stopping, and converting the model into a relative weight work doing model;
obtaining a total energy model which needs to be overcome in the process from landing to stopping of the airplane according to the total kinetic energy model and the engine slow-vehicle thrust work doing model;
acquiring an aerodynamic work model of the airplane from landing to stopping;
obtaining a contribution rate model of aerodynamic work to the total energy to be overcome according to the aerodynamic work model and the total energy to be overcome model;
obtaining a braking energy model according to the total energy model and the contribution rate model which need to be overcome;
wherein the aerodynamic force working model is
WhereinW A the power is applied to the aerodynamic force,W D the pneumatic resistance is used for doing work,W S work is done for the lifting force,
，ρin order to be the density of the air,Sfor the area of the wing of the aircraft,C D in order to be a coefficient of resistance,
as the average friction coefficient during deceleration,
，C L the model of the contribution rate of the aerodynamic work to the total energy is a lift coefficient:
the brake energy model is as follows:
2. the aircraft brake energy estimation method of claim 1, wherein the total kinetic energy model is
Wherein, in the process,E kinetic energy For the total energy of the aircraft from landing to stopping,min order to provide for the landing quality of the aircraft,bindicating that the aircraft is in a braking state,V b is the speed of the aircraft at landing.
3. The aircraft brake energy estimation method of claim 2, wherein the method for converting the slow-vehicle thrust work model into the relative weight work to obtain the converted slow-vehicle thrust work model of the engine comprises:
establishingA slow-vehicle thrust work-doing model of a first engine,
wherein,iindicating that the aircraft's engine is in a slow-operating state,E i the thrust of the slow vehicle of the engine does work,F i the thrust of the slow-moving airplane is provided,ain order to be the acceleration of the aircraft,t b the time required for landing the aircraft to a stop;
averaging the slow-vehicle thrust from landing to stopping of the aircraft
Acceleration ofaTaking the mean acceleration
Substituting the model into the slow-speed thrust working model of the first engine to obtain a slow-speed thrust working model of a second engine
WhereinLlanding the aircraft to a distance of sliding during the stopping process;
order tom i The converted weight of the slow-speed thrust work of the airplane engine is obtained, and therefore the slow-speed thrust work model of the engine in the process from landing to stopping of the airplane is obtained
。
4. The aircraft brake energy estimation method of claim 3, wherein the total energy model to be overcome by the aircraft from landing to stopping according to the total kinetic energy model and the engine slow-vehicle thrust work model is as follows:
5. The aircraft brake energy estimation method of claim 4, wherein the aerodynamic work comprises drag work and lift work.
6. The aircraft brake energy estimation method of claim 5, wherein the step of obtaining a model of aerodynamic work performed by the aircraft from landing to stopping comprises:
obtaining a resistance working model of the airplane in the process from landing to stopping;
obtaining a lift force working model of the airplane in the process from landing to stopping;
and adding the resistance working model and the lift working model to obtain the aerodynamic working model.
7. The aircraft brake energy estimation method of claim 6, wherein the step of obtaining a drag working model of the aircraft from landing to stopping comprises:
establishing a first aerodynamic drag work model of the airplane in the process from landing to stopping
Wherein, in the process,W D work is done for the pneumatic resistance,Sfor the area of the wing of the aircraft,ρis the density of the air, and is,F D in order to achieve the pneumatic resistance,C D as coefficient of resistance, accelerationaTaking the mean acceleration
；
Will be provided with
，
Substituting the first aerodynamic resistance working model to obtain the resistance working model
。
8. The aircraft braking energy estimation method of claim 6, wherein the step of obtaining a lift work model of the aircraft from landing to stopping comprises:
establishing a first friction work-doing model of the airplane from landing to stopping
WhereinW F in order to do work for the friction force,F L in order to realize the lift force and the resistance force,C L in order to be a coefficient of lift force,gin order to be the acceleration of the gravity,
，
for average coefficient of friction during deceleration, accelerationaTaking the mean acceleration
；
Will be provided with
Substituting the first friction force working model to obtain a second friction force working model
；
According to the second friction force work application model
Obtaining a lift force working model
，W S Work is done for lift force.
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