CN117077296A - Control coupling simulation method for aerodynamic structure of aircraft - Google Patents
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Abstract
The invention discloses a control coupling simulation method for an aircraft pneumatic motion structure, which comprises the following steps: s1: an aircraft model parameter setting step, namely importing an aircraft model, determining the model attitude, setting the inertia parameters and the structural dynamics parameters of all parts of the aircraft, setting the aircraft flight parameters and giving control instructions; s2: generating and processing the grids of the aircraft, and finishing the grid assembly of each part of the aircraft; s3: a flow field iterative calculation step, namely carrying out CFD calculation based on the space grid and the incoming flow parameters to obtain the object plane boundary pressure at the current moment and the aerodynamic force and moment after integration; s4: calculating the motion state of the aircraft, namely calculating the structural deformation of the surface of the aircraft based on the stress state of the aircraft; s5: and solving and updating the control variable, namely updating the control variable based on a feedback control link according to whether the flight state of each part of the aircraft meets the requirement of a control instruction.
Description
Technical Field
The invention belongs to the field of multidisciplinary coupling simulation calculation of aircrafts, and particularly relates to a control coupling simulation method of an aerodynamic motion structure of an aircraft.
Background
High-precision simulation of the aerodynamic/motion/structural/control coupling problem of an aircraft is carried out based on a computational fluid dynamics method (Computational Fluid Dynamics, CFD), and elastic displacement of the surface of the aircraft, which is far smaller than the characteristic length of the aircraft due to rigid displacement and structural deformation of the order of magnitude above the characteristic length of the aircraft, generated by six-degree-of-freedom motion, needs to be processed.
The ability of grid generation and adaptation to dynamic boundaries is one of the key links of performing numerical simulation on an unsteady flow field based on the pneumatic/motion/structure/control coupling problem developed by a CFD method, and the grid quality, efficiency and robustness generated by a motion grid technology largely determine the calculation precision and efficiency of the flow field, and also largely influence the simulation accuracy of the highly complex multidisciplinary coupling problem.
At present, more single grid deformation technologies are adopted, although a lot of successful applications are obtained in solving the unsteady flow problem in the pneumatic/structural coupling problem, when the pneumatic/structural/kinematic coupling problem is faced, the grid shape retention is often poor and the quality is seriously reduced when large-scale rigid body displacement is involved, so that the flow field interpolation precision is reduced, the robustness is poor, the global grid reconstruction calculation amount is large, and the efficiency is low.
In general, the single grid deformation technology has few application scenes and high transformation technology difficulty, and is difficult to apply to the multidisciplinary coupling problem comprising boundary deformation and multi-body calculation domain rigid motion at the same time.
Disclosure of Invention
The invention aims at: in order to overcome the problems of the prior art, the invention discloses a control coupling simulation method for an aerodynamic motion structure of an aircraft, and solves the problems that when a single grid deformation technology is adopted for pneumatic/structure/motion coupling in the prior art, grid shape retention is often poor and quality is seriously reduced when large-scale rigid body displacement is involved, so that flow field interpolation accuracy is reduced, robustness is poor, and global grid reconstruction calculation amount is large and efficiency is low.
The aim of the invention is achieved by the following technical scheme:
the method for simulating the aerodynamic structure control coupling of the aircraft comprises the following steps:
s1: an aircraft model parameter setting step, namely importing an aircraft model, determining the model attitude, setting the inertia parameters and the structural dynamics parameters of all parts of the aircraft, setting the aircraft flight parameters and giving control instructions;
s2: generating and processing the grids of the aircraft, and finishing the grid assembly of each part of the aircraft;
s3: a flow field iterative calculation step, namely carrying out CFD calculation based on the space grid and the incoming flow parameters to obtain the object plane boundary pressure at the current moment and the aerodynamic force and moment after integration;
s4: calculating the motion state of the aircraft, namely calculating the structural deformation of the surface of the aircraft based on the stress state of the aircraft;
s5: and solving and updating the control variable, namely updating the control variable based on a feedback control link according to whether the flight state of each part of the aircraft meets the requirement of a control instruction.
According to a preferred embodiment, in step S1,
model pose-related parameters include: attitude angle and control variable initial value;
the inertial parameters include: moment of inertia, centroid position;
the structural dynamics parameters include: mode shape, structural natural frequency, generalized mass matrix, structural damping matrix;
the aircraft flight parameters include: altitude, mach number, angle of attack, sideslip angle;
the control instruction comprises: a speed change command and a height change command.
According to a preferred embodiment, step S2 comprises:
s21: generating an unstructured grid calculation domain corresponding to each moving part aiming at an aircraft comprising relative movement of a plurality of parts, and merging each calculation domain into a grid file comprising polygon information;
s22: if the time pushing progress number is more than or equal to 2, solving the elastic deformation, and interpolating the structural deformation under the pneumatic load action of each motion boundary to the calculation domain of the body grid where each structural deformation is positioned based on the deformation grid function in the generalized motion grid method;
if the number of time steps=1, i.e. for the calculation grid in the initial state, since there is no elastic deformation, directly entering S23;
s23: based on the overlapping grid technical function in the generalized motion grid method, a calculation domain containing each part of the aircraft is used as a background grid, a calculation domain containing a control surface is used as a motion domain, contribution units containing respective boundary characteristics and interpolation areas are generated after holes are dug, and grid assembly of each part is completed.
According to a preferred embodiment, step S3 comprises:
s31: solving a non-constant conservation Navier-Stokes equation described by any Lagrange Euler method by a CFD method based on the flight parameters of the aircraft and the space grid obtained in the S2, and obtaining the pressure and friction force distribution of the object plane grid unit;
s32: according to the pressure distribution of the boundary object plane, aerodynamic force born by the aircraft and aerodynamic moment relative to the mass center are obtained by integrating the pressure and friction distribution of the grid units of each part of the aircraft, and generalized aerodynamic force corresponding to each order mode of the object plane of the aircraft is obtained by integrating the vibration mode, the pressure and the friction of each order structure of the object plane of each part of the aircraft.
According to a preferred embodiment, step S4 comprises:
s41: based on aerodynamic force and aerodynamic moment stress information of the aircraft obtained in the step S3, calculating mass center acceleration and angular acceleration relative to the mass center at the next moment of the aircraft by solving a rigid six-degree-of-freedom equation, and integrating to obtain mass center speed and displacement of the aircraft and angular speed and attitude angle around the mass center;
s42: the generalized displacement of the boundary surface is obtained by solving the aeroelastic motion equation, then the elastic deformation of each position of the boundary surface is obtained by superposition of the vibration modes, and the elastic deformation is transformed from the body shafting to the inertia system by the coordinate transformation matrix.
According to a preferred embodiment, step S5 comprises:
s51: if the speed, the altitude and the attack angle in the current flight state fail to meet the requirements of the control instruction, inputting the deviation of the actual flight state and the target state into a control system, and obtaining a control variable based on the following equation: variation of control surface deflection angle and thrust;
wherein,、/>、H、/>respectively, the real-time rigid motion pitch angle speed, pitch angle acceleration, flying height and mass center of the aircraft are the speed components in the vertical direction of the ground axis system, namely the z direction, +.>And->The command speed and altitude given for the control command,V f andHfor real-time absolute speed and altitude of the aircraft, < > for the aircraft>Correction amounts of pitch angle speed, pitch angle acceleration and vertical direction speed due to elastic deformation are +.>The aircraft control surface deflection angle and the thrust required by the engine, < >>The pitch angle speed, the angular acceleration, the flying height deviation amount, the integral amount of the flying height deviation and the gain value between the vertical direction speed and the rudder deflection angle sensed by the sensor or the inertial navigation system respectively,the gain values are the flying speed deviation amount, the flying height deviation amount and the gain value between the flying acceleration and the engine thrust;
if the speed, the altitude and the attack angle in the current flight state meet the requirements of the control instruction, the time is withdrawn for propulsion, and the simulation is ended;
s52: and (2) dynamically updating the grid of each calculation area and the object plane structural deformation of each component according to the position and the gesture of the aircraft after the change and the control surface deflection angle updated by the control system, and returning to the step (S2) to respectively process the object plane structural deformation and the multi-body grid after adapting to rigid body motion by adopting a generalized motion method.
The foregoing inventive concepts and various further alternatives thereof may be freely combined to form multiple concepts, all of which are contemplated and claimed herein. Various combinations will be apparent to those skilled in the art from a review of the present disclosure, and are not intended to be exhaustive or all of the present disclosure.
The invention has the beneficial effects that:
the method for controlling and coupling the aerodynamic structure of the aircraft provides a generalized dynamic grid technology suitable for a multi-scale polygonal complex motion form, and is applied to the simulation of aerodynamic/motion/structure/control coupling problems of the aircraft.
Compared with a single grid deformation technology, the generalized dynamic grid technology integrates the three-large grid deformation technology, multiple methods can be flexibly selected according to the source of boundary motion to be applied to flow field solution, the applicable scene is wide, the solution efficiency is high, better robustness and precision are presented to complex engineering problems, meanwhile, the difficulty in generating complex-shape grids is reduced, the application potential of the complex-shape grid is great in the pneumatic/motion/structure/control coupling problem of the aircraft, and the complex-shape grid deformation technology can be used for expanding the application scene of simulation of multidisciplinary coupling flight dynamics problems when the elastic deformation of the aircraft is considered.
Drawings
FIG. 1 is a schematic flow chart of a method for simulating the control coupling of an aerodynamic structure of an aircraft according to the invention.
Detailed Description
Other advantages and effects of the present invention will become apparent to those skilled in the art from the following disclosure, which describes the embodiments of the present invention with reference to specific examples. The invention may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present invention. It should be noted that the following embodiments and features in the embodiments may be combined with each other without conflict.
It should be noted that: like reference numerals and letters denote like items in the following figures, and thus once an item is defined in one figure, no further definition or explanation thereof is necessary in the following figures.
Examples
Referring to FIG. 1, a method for simulating the aerodynamic structure control coupling of an aircraft is shown and includes the following steps.
Step S1: and setting aircraft model parameters.
An aircraft model comprising multiple components is imported, model postures (attitude angles such as pitch angle, roll angle and yaw angle, control surface deflection angles and control variable initial values such as thrust) are determined, inertia parameters (rotational inertia and mass center positions) and structural dynamics parameters (modal shape, structural natural frequency, generalized mass matrix and structural damping matrix) of all the components of the aircraft are given, aircraft flight parameters (altitude, mach number, attack angle and sideslip angle and the like) are set, and control instructions (speed change and altitude change) are given.
Step S2: and generating and processing the grids of the aircraft to finish the assembly of the grids of each part of the aircraft. Preferably, step S2 includes:
s21: for an aircraft comprising relative movement of several parts, an unstructured grid computing domain is generated corresponding to each moving part, and each computing domain is merged into a grid file comprising multi-boundary information.
S22: if the time pushing progress number is more than or equal to 2, the elastic deformation is solved, and based on the deformed grid function in the generalized motion grid method, the structural deformation under the pneumatic load action of each motion boundary is interpolated into the calculation domain of the respective body grid.
If the number of time steps=1, i.e. for the calculation grid in the initial state, since there is no elastic deformation, directly entering S23;
s23: based on the overlapping grid technical function in the generalized motion grid method, a calculation domain containing each part of the aircraft is used as a background grid, a calculation domain containing a control surface is used as a motion domain, contribution units containing respective boundary characteristics and interpolation areas are generated after holes are dug, and grid assembly of each part is completed.
Step S3: and (3) carrying out flow field iterative calculation. And carrying out CFD calculation according to the space grid and the incoming flow parameters, solving the grid movement speed by adopting a numerical method by using unsteady movement, and taking the influence of boundary change caused by structural deformation and rigid body movement on flow into consideration to obtain the object plane boundary pressure at the current moment and the aerodynamic force and moment after integration. Specifically, step S3 includes:
s31: solving a non-constant conservation Navier-Stokes equation described by any Lagrange Euler method by a CFD method based on the flight parameters of the aircraft and the space grid obtained in the S2, and obtaining the pressure and friction force distribution of the object plane grid unit;
s32: according to the pressure distribution of the boundary object plane, aerodynamic force born by the aircraft and aerodynamic moment relative to the mass center are obtained by integrating the pressure and friction distribution of the grid units of each part of the aircraft, and generalized aerodynamic force corresponding to each order mode of the object plane of the aircraft is obtained by integrating the vibration mode, the pressure and the friction of each order structure of the object plane of each part of the aircraft.
Step S4: and calculating the motion state of the aircraft. And calculating the structural deformation of the surface of the aircraft and the motion states such as mass center displacement, attitude angle and the like of the aircraft according to the stress state of the aircraft. Specifically, step S4 includes:
s41: based on aerodynamic force and aerodynamic moment stress information of the aircraft obtained in the step S3, calculating mass center acceleration and angular acceleration relative to the mass center at the next moment of the aircraft by solving a rigid six-degree-of-freedom equation, and integrating to obtain mass center speed and displacement of the aircraft and angular speed and attitude angle around the mass center;
s42: the generalized displacement of the boundary surface is obtained by solving the aeroelastic motion equation, then the elastic deformation of each position of the boundary surface is obtained by superposition of the vibration modes, and the elastic deformation is transformed from the body shafting to the inertia system by the coordinate transformation matrix.
Step S5: solving and updating the control variable. And updating control variables (rudder deflection angle and thrust) based on a feedback control link according to whether the flight state (speed, altitude and attack angle) of each part of the aircraft meets the requirements of the control command. Specifically, step S5 includes:
s51: if the speed, the altitude and the attack angle in the current flight state fail to meet the requirements of the control instruction, inputting the deviation of the actual flight state and the target state into a control system, and obtaining a control variable based on the following equation: deflection angle of control surfaceAnd thrust forceIs a variation of (2);
wherein,、/>、H、/>respectively, the real-time rigid motion pitch angle speed, pitch angle acceleration, flying height and mass center of the aircraft are the speed components in the vertical direction of the ground axis system, namely the z direction, +.>And->The command speed and altitude given for the control command,V f andHfor real-time absolute speed and altitude of the aircraft, < > for the aircraft>Correction amounts for pitch angle speed, pitch angle acceleration, vertical direction speed, and the like due to elastic deformation +.>The gain values between the rudder deflection angle and the 5 kinematic parameters such as pitch angle speed, angular acceleration, flying height deviation amount, flying height deviation integral amount and vertical direction speed sensed by the sensor or the inertial navigation system are respectively>Is the deviation of flying speed and flying heightGain values between kinematic parameters such as differential and flight acceleration and engine thrust; and, in addition, the method comprises the steps of,
wherein,u、v、wthe velocity components of the mass center of the aircraft along the x, y and z directions of the ground axis system in real time respectively,u e 、v e 、w e speed correction amounts along the x, y and z directions of the ground axis system, which are respectively sensed by the sensor or the inertial navigation system and are caused by elastic deformation;
if the speed, the altitude and the attack angle in the current flight state meet the requirements of the control instruction, the time is withdrawn for propulsion, and the simulation is ended.
S52: and (2) dynamically updating the grid of each calculation area and the object plane structural deformation of each component according to the position and the gesture of the aircraft after the change and the control surface deflection angle updated by the control system, and returning to the step (S2) to respectively process the object plane structural deformation and the multi-body grid after adapting to rigid body motion by adopting a generalized motion method.
The method for controlling and coupling the aerodynamic structure of the aircraft provides a generalized dynamic grid technology suitable for a multi-scale polygonal complex motion form, and is applied to the simulation of aerodynamic/motion/structure/control coupling problems of the aircraft.
Compared with a single grid deformation technology, the generalized dynamic grid technology integrates the three-large grid deformation technology, multiple methods can be flexibly selected according to the source of boundary motion to be applied to flow field solution, the applicable scene is wide, the solution efficiency is high, better robustness and precision are presented to complex engineering problems, meanwhile, the difficulty in generating complex-shape grids is reduced, the application potential of the complex-shape grid is great in the pneumatic/motion/structure/control coupling problem of the aircraft, and the complex-shape grid deformation technology can be used for expanding the application scene of simulation of multidisciplinary coupling flight dynamics problems when the elastic deformation of the aircraft is considered.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.
Claims (6)
1. The aircraft pneumatic motion structure control coupling simulation method is characterized by comprising the following steps of:
s1: an aircraft model parameter setting step, namely importing an aircraft model, determining the model attitude, setting the inertia parameters and the structural dynamics parameters of all parts of the aircraft, setting the aircraft flight parameters and giving control instructions;
s2: generating and processing the grids of the aircraft, and finishing the grid assembly of each part of the aircraft;
s3: a flow field iterative calculation step, namely carrying out CFD calculation based on the space grid and the incoming flow parameters to obtain the object plane boundary pressure at the current moment and the aerodynamic force and moment after integration;
s4: calculating the motion state of the aircraft, namely calculating the structural deformation of the surface of the aircraft based on the stress state of the aircraft;
s5: and solving and updating the control variable, namely updating the control variable based on a feedback control link according to whether the flight state of each part of the aircraft meets the requirement of a control instruction.
2. The method for simulation of aerodynamic structure control coupling of an aircraft according to claim 1, wherein in step S1,
model pose-related parameters include: attitude angle and control variable initial value;
the inertial parameters include: moment of inertia, centroid position;
the structural dynamics parameters include: mode shape, structural natural frequency, generalized mass matrix, structural damping matrix;
the aircraft flight parameters include: altitude, mach number, angle of attack, sideslip angle;
the control instruction comprises: a speed change command and a height change command.
3. The aircraft aerodynamic structure control coupling simulation method of claim 1, wherein step S2 comprises:
s21: generating an unstructured grid calculation domain corresponding to each moving part aiming at an aircraft comprising relative movement of a plurality of parts, and merging each calculation domain into a grid file comprising polygon information;
s22: if the time pushing progress number is more than or equal to 2, solving the elastic deformation, and interpolating the structural deformation under the pneumatic load action of each motion boundary to the calculation domain of the body grid where each structural deformation is positioned based on the deformation grid function in the generalized motion grid method;
if the number of time steps=1, i.e. for the calculation grid in the initial state, since there is no elastic deformation, directly entering S23;
s23: based on the overlapping grid technical function in the generalized motion grid method, a calculation domain containing each part of the aircraft is used as a background grid, a calculation domain containing a control surface is used as a motion domain, contribution units containing respective boundary characteristics and interpolation areas are generated after holes are dug, and grid assembly of each part is completed.
4. The aircraft aerodynamic structure control coupling simulation method of claim 1, wherein step S3 comprises:
s31: solving a non-constant conservation Navier-Stokes equation described by any Lagrange Euler method by a CFD method based on the flight parameters of the aircraft and the space grid obtained in the S2, and obtaining the pressure and friction force distribution of the object plane grid unit;
s32: according to the pressure distribution of the boundary object plane, aerodynamic force born by the aircraft and aerodynamic moment relative to the mass center are obtained by integrating the pressure and friction distribution of the grid units of each part of the aircraft, and generalized aerodynamic force corresponding to each order mode of the object plane of the aircraft is obtained by integrating the vibration mode, the pressure and the friction of each order structure of the object plane of each part of the aircraft.
5. The aircraft aerodynamic structure control coupling simulation method of claim 1, wherein step S4 comprises:
s41: based on aerodynamic force and aerodynamic moment stress information of the aircraft obtained in the step S3, calculating mass center acceleration and angular acceleration relative to the mass center at the next moment of the aircraft by solving a rigid six-degree-of-freedom equation, and integrating to obtain mass center speed and displacement of the aircraft and angular speed and attitude angle around the mass center;
s42: the generalized displacement of the boundary surface is obtained by solving the aeroelastic motion equation, then the elastic deformation of each position of the boundary surface is obtained by superposition of the vibration modes, and the elastic deformation is transformed from the body shafting to the inertia system by the coordinate transformation matrix.
6. The aircraft aerodynamic structure control coupling simulation method of claim 1, wherein step S5 comprises:
s51: if the speed, the altitude and the attack angle in the current flight state fail to meet the requirements of the control instruction, inputting the deviation of the actual flight state and the target state into a control system, and obtaining a control variable based on the following equation: variation of control surface deflection angle and thrust;
wherein,、/>、H、/>respectively, the real-time rigid motion pitch angle speed, pitch angle acceleration, flying height and mass center of the aircraft are the speed components in the vertical direction of the ground axis system, namely the z direction, +.>And->The command speed and altitude given for the control command,V f andHfor real-time absolute speed and altitude of the aircraft, < > for the aircraft>Correction amounts of pitch angle speed, pitch angle acceleration and vertical direction speed due to elastic deformation are +.>The aircraft control surface deflection angle and the thrust required by the engine, < >>The pitch angle speed, the angular acceleration, the flying height deviation amount, the integral amount of the flying height deviation and the gain value between the vertical direction speed and the rudder deflection angle which are sensed by the sensor or the inertial navigation system respectively are +.>The gain values are the flying speed deviation amount, the flying height deviation amount and the gain value between the flying acceleration and the engine thrust;
if the speed, the altitude and the attack angle in the current flight state meet the requirements of the control instruction, the time is withdrawn for propulsion, and the simulation is ended;
s52: and (2) dynamically updating the grid of each calculation area and the object plane structural deformation of each component according to the position and the gesture of the aircraft after the change and the control surface deflection angle updated by the control system, and returning to the step (S2) to respectively process the object plane structural deformation and the multi-body grid after adapting to rigid body motion by adopting a generalized motion method.
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| RUHAO HUA 等: "Study on the Aerothermoelastic Characteristics of a Body Flap Considering the Nozzle–Jet Interference", 《AEROSPACE》, vol. 10, no. 10, pages 829 * |
| 尚逸鸣: "考虑弹性效应的乘波体飞行动力学稳定性研究", 《中国优秀硕士学位论文全文数据库 工程科技Ⅱ辑》, no. 2, pages 031 - 1296 * |
| 陈琦: "飞行器气动/控制一体化机动飞行的数值模拟研究", 《中国博士学位论文全文数据库 (工程科技Ⅱ辑)》, no. 5, pages 031 - 5 * |
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