WO2022179278A1 - 一种直升机大气数据系统旋翼下洗流影响修正方法 - Google Patents

一种直升机大气数据系统旋翼下洗流影响修正方法 Download PDF

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WO2022179278A1
WO2022179278A1 PCT/CN2021/140488 CN2021140488W WO2022179278A1 WO 2022179278 A1 WO2022179278 A1 WO 2022179278A1 CN 2021140488 W CN2021140488 W CN 2021140488W WO 2022179278 A1 WO2022179278 A1 WO 2022179278A1
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angle
attack
pressure
dynamic pressure
coefficient
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PCT/CN2021/140488
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English (en)
French (fr)
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杨德祥
周游
粟强
梁应剑
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成都凯天电子股份有限公司
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
    • B64F5/00—Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P21/00—Testing or calibrating of apparatus or devices covered by the preceding groups
    • G01P21/02—Testing or calibrating of apparatus or devices covered by the preceding groups of speedometers
    • G01P21/025—Testing or calibrating of apparatus or devices covered by the preceding groups of speedometers for measuring speed of fluids; for measuring speed of bodies relative to fluids
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01D—MEASURING NOT SPECIALLY ADAPTED FOR A SPECIFIC VARIABLE; ARRANGEMENTS FOR MEASURING TWO OR MORE VARIABLES NOT COVERED IN A SINGLE OTHER SUBCLASS; TARIFF METERING APPARATUS; MEASURING OR TESTING NOT OTHERWISE PROVIDED FOR
    • G01D21/00—Measuring or testing not otherwise provided for
    • G01D21/02—Measuring two or more variables by means not covered by a single other subclass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D43/00—Arrangements or adaptations of instruments
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P13/00—Indicating or recording presence, absence, or direction, of movement
    • G01P13/02—Indicating direction only, e.g. by weather vane
    • G01P13/025—Indicating direction only, e.g. by weather vane indicating air data, i.e. flight variables of an aircraft, e.g. angle of attack, side slip, shear, yaw
    • 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

Definitions

  • the invention relates to the field of aircraft atmospheric data measurement, in particular to a method for correcting the influence of downwash of a rotor of a helicopter atmospheric data system.
  • the civil helicopter atmospheric data system is a system or equipment that uses the principle of measuring air pressure and pressure (including total pressure and static pressure) to measure the helicopter's flight altitude, speed, total temperature/static temperature, attack angle, sideslip angle and other parameters in real time. It is an indispensable and important system that affects the flight safety and navigation display of helicopters. Its failure may lead to aircraft crashes. It is a safety-critical equipment for helicopters. The development assurance level is DALA level (the highest). Measurements are critical to helicopter flight safety.
  • the helicopter is powered and lifted by the rotor.
  • a downwash flow will be generated under the rotor.
  • the atmospheric data probe arranged on the helicopter fuselage when the helicopter is flying at a low speed will inevitably be affected by the helicopter rotor-induced airflow. The impact of air data measurement is inaccurate and affects the flight safety of helicopters.
  • the purpose of the present invention is to provide a method for correcting the influence of the downwash of the rotor of the helicopter atmospheric data system, aiming at the unique aerodynamic characteristics of the helicopter, the atmospheric data measurement is easily affected by the downwash of the rotor when the helicopter is flying at a low speed, resulting in inaccurate atmospheric data measurement.
  • a method for correcting the influence of rotor downwash in a helicopter air data system comprising the following steps:
  • Step S1 establish a dynamic pressure correction coefficient table Kp
  • Step S2 establish a synthetic angle of attack coefficient table Kai
  • Step S3 establish a synthetic sideslip angle coefficient table Kbi
  • Step S4 use the follow-up probe to measure the total pressure and static pressure
  • Step S5 use the pressure measuring holes on the straight rod of the follow-up probe to measure the upper pressure, the lower pressure, the left pressure and the right pressure;
  • Step S6 Calculate the angle of attack and the sideslip angle through the total pressure, static pressure, the difference between the upper pressure and the lower pressure, and the difference between the left pressure and the right pressure. In order to obtain higher measurement accuracy, step S3 should be repeated many times;
  • Step S7 Obtain the dynamic pressure correction coefficient Kp through the angle of attack, sideslip angle and Mach number, realize the solution of the real dynamic pressure, and complete the rotor downwash correction. In order to obtain higher measurement accuracy, step S4 should be repeated several times .
  • the rotor opening or closing conditions are selected, and the dynamic pressure correction coefficient Kp under different Mach numbers, different angles of attack and different sideslip angles is established through aerodynamic flow field simulation or aerodynamic flow field test:
  • Qci is the indicated dynamic pressure: the dynamic pressure measurement value when the rotor is turned on;
  • Qc is the real dynamic pressure: the dynamic pressure measurement value when the rotor is closed.
  • the P(d-u)i is the difference between the downward pressure and the upper pressure on the straight rod of the follow-up probe, and Qci is the indicated dynamic pressure.
  • the P(l-r)i is the difference between the left pressure and the right pressure on the straight rod of the follow-up probe, and Qci is the indicated dynamic pressure.
  • step S6 is repeated and iterated for many times to obtain the required calculation accuracy of the angle of attack and the angle of sideslip.
  • step S7 is repeated and iterated for many times to obtain the required calculation accuracy of atmospheric parameters.
  • the calculation of the angle of attack and the sideslip angle in the step S6 includes the following steps:
  • Step S601 Calculate the indicated Mach number Mi according to the static pressure Psi and the dynamic pressure Qci:
  • Step S602 Calculate the synthetic angle of attack coefficient Kai in the current state according to the dynamic pressures Qci and P(du)i: where P(du)i is the difference between the downward pressure and the upper pressure on the straight rod of the follower probe;
  • Step S603 Calculate the synthetic sideslip angle coefficient Kbi in the current state according to the dynamic pressures Qci and P(lr)i: where P(lr)i is the difference between the left pressure and the right pressure on the straight rod of the follower probe;
  • Step S604 According to the indicated Mach number Mi, the current synthetic angle of attack coefficient Kai, and the synthetic angle of attack coefficient table obtained according to step S2, according to the synthetic angle of attack coefficient Kai when the sideslip angle is 0 degrees, the sideslip angle is 0 degrees.
  • Step S605 According to the indicated Mach number Mi, the current synthetic sideslip angle coefficient Kbi, and the synthetic sideslip angle coefficient table obtained in step S3, according to the synthetic sideslip angle coefficient Kbi when the angle of attack is AOA0, obtain when the angle of attack is AOA0 The sideslip angle value AOS0;
  • Step S606 According to the indicated Mach number Mi, the current synthetic angle of attack coefficient Kai, and the synthetic angle of attack coefficient table obtained in step S2, according to the angle of attack coefficient Kai when the sideslip angle is AOS0, obtain the angle of attack value AOA1;
  • Step S607 According to the indicated Mach number Mi, the current synthetic sideslip angle coefficient Kbi, and the synthetic sideslip angle coefficient table obtained in step S3, according to the sideslip angle coefficient Kbi when the angle of attack is AOA1, obtain the sideslip angle value AOS1;
  • Step S608 According to the indicated Mach number Mi, the current synthetic angle of attack coefficient Kai, and the synthetic angle of attack coefficient table obtained according to step S2, according to the angle of attack coefficient Kai when the sideslip angle is AOS1, obtain the angle of attack value AOA2;
  • Step S609 According to the indicated Mach number Mi, the current synthetic sideslip angle coefficient Kbi, and the synthetic sideslip angle coefficient table obtained in step S3, according to the sideslip angle coefficient Kbi when the angle of attack is AOA2, obtain the sideslip angle value AOS2;
  • Step S610 According to the indicated Mach number Mi, the current synthetic angle of attack coefficient Kai, and the synthetic angle of attack coefficient table obtained according to step S2, according to the angle of attack coefficient Kai when the sideslip angle is AOS2, obtain the angle of attack value AOA3;
  • Step S611 According to the indicated Mach number Mi, the current synthetic sideslip angle coefficient Kbi, and the synthetic sideslip angle coefficient table obtained in step S3, according to the sideslip angle coefficient Kbi when the angle of attack is AOA3, obtain the sideslip angle value AOS3;
  • Step S612 AOA3 is the real angle of attack, and AOS3 is the real sideslip angle.
  • the calculation of the real dynamic pressure in the step S7 and the correction of the influence of the downwash of the rotor include the following steps:
  • Step S701 According to the indicated Mach number Mi, the real angle of attack value AOA3 and the real sideslip angle value AOS3, and the dynamic pressure correction coefficient table Kp obtained in step S1, the corresponding dynamic pressure correction coefficient Kp0 is obtained by calculation;
  • Step S702 Calculate the corrected dynamic pressure Qc0 according to the indicated dynamic pressure Qci and the dynamic pressure correction coefficient Kp0:
  • Step S703 According to the formula in step S601, calculate the Mach number M0 according to the static pressure Psi and the corrected dynamic pressure Qc0;
  • Step S704 According to the Mach number M0, the real angle of attack AOA3, the real sideslip angle AOS3, and the dynamic pressure correction coefficient table Kp obtained in step S1, the corresponding dynamic pressure correction coefficient Kp1 is obtained by calculation;
  • Step S705 According to the indicated dynamic pressure Qci and the dynamic pressure correction coefficient Kp1, calculate and obtain the corrected dynamic pressure Qc1 according to the step S702;
  • Step S706 Repeat steps S703-S705 twice to obtain the corrected real dynamic pressure Qc, and complete the correction of the influence of the downwash of the rotor;
  • Step S707 Complete the atmospheric parameter calculation according to the static pressure Psi and the real dynamic pressure Qc.
  • step S706 is specifically:
  • Step S7061 According to the formula in step S601, calculate the Mach number M1 according to the static pressure Psi and the dynamic pressure Qc1;
  • Step S7062 According to the Mach number M1, the angle of attack AOA3, the sideslip angle AOS3, and the dynamic pressure correction coefficient table Kp obtained in step S1, the corresponding dynamic pressure correction coefficient Kp2 is obtained by calculation;
  • Step S7063 According to the dynamic pressure Qci and the dynamic pressure correction coefficient Kp2, calculate and obtain the corrected dynamic pressure Qc2 according to the step S702;
  • Step S7064 According to the formula in step S601, calculate the Mach number M2 according to the static pressure Psi and the dynamic pressure Qc2;
  • Step S7065 According to the Mach number M2, the angle of attack AOA3, the sideslip angle AOS3, and the dynamic pressure correction coefficient table Kp obtained in step S1, the corresponding dynamic pressure correction coefficient Kp3 is obtained by calculation;
  • Step S7066 According to the dynamic pressure Qci and the dynamic pressure correction coefficient Kp3, calculate and obtain the corrected real dynamic pressure Qc3 according to the step S702;
  • the real dynamic pressure Qc3 is taken as the real dynamic pressure Qc.
  • This scheme reduces the error rate of the correction method and realizes the correction of the influence of the downwash of the rotor by repeating the data substitution for several times and mathematical derivation.
  • the method is simple and easy to implement, low in cost, and has strong practical application value and economic benefits .
  • a helicopter air data system rotor downwash influence correction method of the present invention utilizes a follow-up probe to realize total pressure and static pressure perception, so that the total pressure is always aligned with the direction of the synthetic airflow, and the accuracy of the static pressure perception is ensured Therefore, the rotor downwash correction is converted into dynamic pressure correction, which simplifies the rotor downwash correction model and is easy to implement;
  • a helicopter air data system rotor downwash effect correction method according to the present invention is obtained through a large number of aerodynamic flow field simulations (CFD), mathematical derivation and test results, the rotor downwash correction effect correction is realized, and the atmosphere is guaranteed.
  • CFD aerodynamic flow field simulations
  • the measurement accuracy of the data when the helicopter is flying at a low speed, this solution is low-cost and easy to implement;
  • the method for correcting the influence of the downwash of the rotor of the helicopter air data system according to the present invention, simultaneously realizes the angle of attack and sideslip angle measurement functions, simplifies the system composition of the air data system, and improves the integration and integration of the system Level.
  • Fig. 1 is the composition structure diagram of the follow-up probe type atmospheric data system of the present invention
  • FIG. 2 is a cross-sectional view of a straight rod opening of a follow-up probe of the present invention
  • Fig. 3 is the working principle block diagram of the follow-up probe type atmospheric data system of the present invention.
  • Fig. 4 is the flow chart of the rotor downwash correction algorithm of the present invention.
  • Fig. 5 is the method flow chart of the present invention.
  • the terms “arranged”, “connected” and “connected” should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection Connection, or integral connection; it can be mechanical connection or electrical connection; it can also be directly connected, or it can be indirectly connected through an intermediate medium, and it can be internal communication between two components.
  • the specific meanings of the above terms in the present invention can be understood in specific situations.
  • a method for correcting the influence of rotor downwash in a helicopter air data system comprising the following steps:
  • Step S1 establish a dynamic pressure correction coefficient table Kp
  • Step S2 establish a synthetic angle of attack coefficient table Kai
  • Step S3 establish a synthetic sideslip angle coefficient table Kbi
  • Step S4 use the follow-up probe to measure the total pressure and static pressure
  • Step S5 use the pressure measuring holes on the straight rod of the follow-up probe to measure the upper pressure, the lower pressure, the left pressure and the right pressure;
  • Step S6 Calculate the angle of attack and the sideslip angle through the total pressure, static pressure, the difference between the upper pressure and the lower pressure, and the difference between the left pressure and the right pressure;
  • Step S7 obtaining the dynamic pressure correction coefficient Kp through the angle of attack, sideslip angle and Mach number to realize the solution of the real dynamic pressure and complete the rotor downwash correction.
  • the total static pressure probe used in this example is a follow-up probe, which can ensure that the combined total pressure is always aligned with the airflow direction;
  • the feeling of pressure, down pressure, left pressure and down pressure; the electronic components in the installation arm are responsible for the collection of dynamic pressure, static pressure, upper and lower pressure difference, left and right pressure difference, and rotor downwash correction, and complete the calculation of atmospheric parameters and output.
  • the number of openings in the straight rod of the follow-up probe can be 4 or 6.
  • the pressure measuring holes are orthogonally distributed up, down, left and right.
  • the pressure holes are evenly distributed at an interval of 60°, and include two fixed positions: upper and lower.
  • a follow-up probe straight rod with 4 holes is generally used.
  • the electronic components in the installation arm collect the total pressure and static pressure from the follower probe, collect the upper pressure, lower pressure, left pressure and downward pressure from the straight rod of the probe, and collect the static pressure from the static temperature sensor.
  • the temperature resistance signal is used to establish the relationship model between the rotor downwash and the above-mentioned pressure, and the calculation output of the atmospheric parameters is realized after the rotor downwash correction is completed.
  • a helicopter air data system rotor downwash effect correction method as shown in Figure 5, includes the following steps:
  • Step S1 establish a dynamic pressure correction coefficient table Kp
  • Step S2 establish a synthetic angle of attack coefficient table Kai
  • Step S3 establish a synthetic sideslip angle coefficient table Kbi
  • Step S4 use the follow-up probe to measure the total pressure and static pressure
  • Step S5 use the pressure measuring holes on the straight rod of the follow-up probe to measure the upper pressure, the lower pressure, the left pressure and the right pressure;
  • Step S6 Calculate the angle of attack and the sideslip angle through the total pressure, static pressure, the difference between the upper pressure and the lower pressure, and the difference between the left pressure and the right pressure;
  • Step S7 obtaining the dynamic pressure correction coefficient Kp through the angle of attack, sideslip angle and Mach number to realize the solution of the real dynamic pressure and complete the rotor downwash correction.
  • Qci is the indicated dynamic pressure: the dynamic pressure measurement value when the rotor is turned on;
  • Qc is the real dynamic pressure: the dynamic pressure measurement value when the rotor is closed.
  • the P(d-u)i is the difference between the downward pressure and the upper pressure on the straight rod of the follow-up probe, and Qci is the indicated dynamic pressure.
  • the synthetic sideslip angle coefficient Kbi under different Mach numbers and different angles of attack should be established through aerodynamic flow field simulation or aerodynamic flow field test when the rotor is turned on. :
  • the P(l-r)i is the difference between the left pressure and the right pressure on the straight rod of the follow-up probe, and Qci is the indicated dynamic pressure.
  • step S6 is repeated and iterated for many times to obtain the required calculation accuracy of the angle of attack and the angle of sideslip.
  • step S7 is repeated and iterated for many times to obtain the required calculation accuracy of atmospheric parameters.
  • the calculation of the true angle of attack and the true sideslip angle in the step S6 includes the following steps:
  • Step S601 Calculate the indicated Mach number Mi according to the static pressure Psi and the dynamic pressure Qci:
  • Step S602 Calculate the synthetic angle of attack coefficient Kai in the current state according to the dynamic pressures Qci and P(du)i: where P(du)i is the difference between the downward pressure and the upper pressure on the straight rod of the follower probe;
  • Step S603 Calculate the synthetic sideslip angle coefficient Kbi in the current state according to the dynamic pressures Qci and P(lr)i: where P(lr)i is the difference between the left pressure and the right pressure on the straight rod of the follower probe;
  • Step S604 According to the indicated Mach number Mi, the current synthetic angle of attack coefficient Kai, and the synthetic angle of attack coefficient table obtained according to step S2, according to the synthetic angle of attack coefficient Kai when the sideslip angle is 0 degrees, the sideslip angle is 0 degrees.
  • Step S605 According to the indicated Mach number Mi, the current synthetic sideslip angle coefficient Kbi, and the synthetic sideslip angle coefficient table obtained in step S3, according to the synthetic sideslip angle coefficient Kbi when the angle of attack is AOA0, obtain when the angle of attack is AOA0 The sideslip angle value AOS0;
  • Step S606 According to the indicated Mach number Mi, the current synthetic angle of attack coefficient Kai, and the synthetic angle of attack coefficient table obtained in step S2, according to the angle of attack coefficient Kai when the sideslip angle is AOS0, obtain the angle of attack value AOA1;
  • Step S607 According to the indicated Mach number Mi, the current synthetic sideslip angle coefficient Kbi, and the synthetic sideslip angle coefficient table obtained in step S3, according to the sideslip angle coefficient Kbi when the angle of attack is AOA1, obtain the sideslip angle value AOS1;
  • Step S608 According to the indicated Mach number Mi, the current synthetic angle of attack coefficient Kai, and the synthetic angle of attack coefficient table obtained according to step S2, according to the angle of attack coefficient Kai when the sideslip angle is AOS1, obtain the angle of attack value AOA2;
  • Step S609 According to the indicated Mach number Mi, the current synthetic sideslip angle coefficient Kbi, and the synthetic sideslip angle coefficient table obtained in step S3, according to the sideslip angle coefficient Kbi when the angle of attack is AOA2, obtain the sideslip angle value AOS2;
  • Step S610 According to the indicated Mach number Mi, the current synthetic angle of attack coefficient Kai, and the synthetic angle of attack coefficient table obtained according to step S2, according to the angle of attack coefficient Kai when the sideslip angle is AOS2, obtain the angle of attack value AOA3;
  • Step S611 According to the indicated Mach number Mi, the current synthetic sideslip angle coefficient Kbi, and the synthetic sideslip angle coefficient table obtained in step S3, according to the sideslip angle coefficient Kbi when the angle of attack is AOA3, obtain the sideslip angle value AOS3;
  • Step S612 AOA3 is the real angle of attack, and AOS3 is the real sideslip angle.
  • the calculation of the real dynamic pressure in the step S7 and the correction of the rotor downwash flow include the following steps:
  • Step S701 According to the indicated Mach number Mi, the real angle of attack value AOA3 and the real sideslip angle value AOS3, and the dynamic pressure correction coefficient table Kp obtained in step S1, the corresponding dynamic pressure correction coefficient Kp0 is obtained by calculation;
  • Step S702 Calculate the corrected dynamic pressure Qc0 according to the indicated dynamic pressure Qci and the dynamic pressure correction coefficient Kp0:
  • Step S703 According to the formula in step S601, calculate the Mach number M0 according to the static pressure Psi and the corrected dynamic pressure Qc0;
  • Step S704 According to the Mach number M0, the real angle of attack AOA3, the real sideslip angle AOS3, and the dynamic pressure correction coefficient table Kp obtained in step S1, the corresponding dynamic pressure correction coefficient Kp1 is obtained by calculation;
  • Step S705 According to the indicated dynamic pressure Qci and the dynamic pressure correction coefficient Kp1, calculate and obtain the corrected dynamic pressure Qc1 according to the step S702;
  • Step S706 Repeat steps S703-S705 twice to obtain the corrected real dynamic pressure Qc, and complete the correction of the influence of the downwash of the rotor;
  • Step S707 Complete the atmospheric parameter calculation according to the static pressure Psi and the real dynamic pressure Qc.
  • Embodiment 2 is a further supplementary description of Embodiment 2, and the step S706 is specifically:
  • Step S7061 According to the formula in step S601, calculate the Mach number M1 according to the static pressure Psi and the dynamic pressure Qc1;
  • Step S7062 According to the Mach number M1, the angle of attack AOA3, the sideslip angle AOS3, and the dynamic pressure correction coefficient table Kp obtained in step S1, the corresponding dynamic pressure correction coefficient Kp2 is obtained by calculation;
  • Step S7063 According to the dynamic pressure Qci and the dynamic pressure correction coefficient Kp2, calculate and obtain the corrected dynamic pressure Qc2 according to the step S702;
  • Step S7064 According to the formula in step S601, calculate the Mach number M2 according to the static pressure Psi and the dynamic pressure Qc2;
  • Step S7065 According to the Mach number M2, the angle of attack AOA3, the sideslip angle AOS3, and the dynamic pressure correction coefficient table Kp obtained in step S1, the corresponding dynamic pressure correction coefficient Kp3 is obtained by calculation;
  • Step S7066 According to the dynamic pressure Qci and the dynamic pressure correction coefficient Kp3, calculate and obtain the corrected real dynamic pressure Qc3 according to step S702;
  • the real dynamic pressure Qc3 is taken as the real dynamic pressure Qc.

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Abstract

一种直升机大气数据系统旋翼下洗流影响修正方法，包括以下步骤，步骤S1：建立动压修正系数表Kp；步骤S2：建立合成攻角系数表Kai；步骤S3：建立合成侧滑角系数表Kbi；步骤S4：采用随动探头测得总压和静压；步骤S5：采用随动探头直杆上的测压孔测得上压力、下压力、左压力和右压力；步骤S6：通过总压、静压、上压力和下压力的差、左压力和右压力的差解算出攻角和侧滑角；步骤S7：通过攻角和侧滑角得到动压修正系数Kp，实现真实动压的解算，完成旋翼下洗流修正。

Description

一种直升机大气数据系统旋翼下洗流影响修正方法 技术领域
本发明涉及飞机大气数据测量领域，特别涉及一种直升机大气数据系统旋翼下洗流影响修正方法。
背景技术
民用直升机大气数据系统是利用测量气压压力(包括总压、静压)的原理，实时测量直升机的飞行高度、速度、总温/静温、攻角、侧滑角等参数的系统或设备，是影响直升机飞行安全和导航显示不可或缺的重要系统，其失效将可能导致飞机失事，属直升机的安全关键设备，研制保证等级为DALA级(最高)，因此，民用直升机大气数据系统大气参数的准确测量对直升机飞行安全至关重要。
直升机由旋翼提供动力和升力，直升机在飞行时，旋翼下方会产生下洗气流，直升机由于其特殊气动特性，导致直升机低速飞行时布置在直升机机身上的大气数据探头必将受到直升机旋翼诱导气流的影响，导致大气数据测量不准确，影响直升机的飞行安全。
发明内容
本发明的目的在于：提供了一种直升机大气数据系统旋翼下洗流影响修正方法，针对直升机特有气动特性，在直升机低速飞行时大气数据测量易受旋翼下洗流影响，导致大气数据测量不准确的问题，通过构建下洗流感受测量构型，并建立下洗流修正算法，消除下洗流影响，保证大气数据测量的准确性，解决了上述问题。
本发明采用的技术方案如下：
一种直升机大气数据系统旋翼下洗流影响修正方法，包括以下步骤，
步骤S1：建立动压修正系数表Kp；
步骤S2：建立合成攻角系数表Kai；
步骤S3：建立合成侧滑角系数表Kbi；
步骤S4：采用随动探头测得总压和静压；
步骤S5：采用随动探头直杆上的测压孔测得上压力、下压力、左压力和右压力；
步骤S6：通过总压、静压、上压力和下压力的差、左压力和右压力的差解算出攻角和侧滑角，为获取更高的测量精度，步骤S3应重重多次；
步骤S7：通过攻角、侧滑角和马赫数，得到动压修正系数Kp，实现真实动压的解算，完成旋翼下洗流修正，为获取更高的测量精度，步骤S4应重重多次。
为了更好地实现本方案，选用旋翼开启或关闭条件，通过气动流场仿真或气动流场试验，建立不同马赫数、不同攻角、不同侧滑角下的动压修正系数Kp：
Figure PCTCN2021140488-appb-000001
其中，Qci为指示动压：开启旋翼时的动压测量值；Qc为真实动压：关闭旋翼时的动压测量值。
为了更好地实现本方案，应在打开旋翼的情况下，通过气动流场仿真或气动流场试验，建立不同马赫数、不同攻角、不同侧滑角下的合成攻角系数Kai：
Figure PCTCN2021140488-appb-000002
所述P(d-u)i为随动探头直杆上的下压力与上压力的差值，Qci为指示动压。
为了更好地实现本方案，应在打开旋翼的情况下，通过气动流场仿真或气动流场试验，建立不同马赫数、不同攻角下的合成侧滑角系数Kbi：
Figure PCTCN2021140488-appb-000003
所述P(l-r)i为随动探头直杆上的左压力与右压力的差值，Qci为指示动压。
为了更好地实现本方案，进一步地，所述步骤S6重复迭代多次，以获得要求的攻角、侧滑角计算精度。
为了更好地实现本方案，进一步地，所述步骤S7重复迭代多次，以获得要求的大气参数计算精度。
为了更好地实现本方案，进一步地，所述步骤S6中的攻角、侧滑角的解算包括以下步骤：
步骤S601：根据静压Psi、动压Qci计算指示马赫数Mi：
Figure PCTCN2021140488-appb-000004
其中k为绝热指数；
步骤S602：根据动压Qci、P(d-u)i计算当前状态下的合成攻角系数Kai：
Figure PCTCN2021140488-appb-000005
其中P(d-u)i为随动探头直杆上的下压力与上压力的差值；
步骤S603：根据动压Qci、P(l-r)i计算当前状态下的合成侧滑角系数Kbi：
Figure PCTCN2021140488-appb-000006
其中P(l-r)i为随动探头直杆上的左压力与右压力的差值；
步骤S604：根据指示马赫数Mi，当前合成攻角系数Kai，以及按步骤S2获得的合成攻角系数表，按侧滑角为0度时的合成攻角系数Kai，得到侧滑角为0度时的攻角值AOA0；
步骤S605：根据指示马赫数Mi，当前合成侧滑角系数Kbi，以及按步骤S3获得的合成 侧滑角系数表，按攻角为AOA0时的合成侧滑角系数Kbi，得到攻角为AOA0时的侧滑角值AOS0；
步骤S606：根据指示马赫数Mi，当前合成攻角系数Kai，以及按步骤S2获得的合成攻角系数表，按侧滑角为AOS0时的攻角系数Kai，得到攻角值AOA1；
步骤S607：根据指示马赫数Mi，当前合成侧滑角系数Kbi，以及按步骤S3获得的合成侧滑角系数表，按攻角为AOA1时的侧滑角系数Kbi，得到侧滑角值AOS1；
步骤S608：根据指示马赫数Mi，当前合成攻角系数Kai，以及按步骤S2获得的合成攻角系数表，按侧滑角为AOS1时的攻角系数Kai，得到攻角值AOA2；
步骤S609：根据指示马赫数Mi，当前合成侧滑角系数Kbi，以及按步骤S3获得的合成侧滑角系数表，按攻角为AOA2时的侧滑角系数Kbi，得到侧滑角值AOS2；
步骤S610：根据指示马赫数Mi，当前合成攻角系数Kai，以及按步骤S2获得的合成攻角系数表，按侧滑角为AOS2时的攻角系数Kai，得到攻角值AOA3；
步骤S611：根据指示马赫数Mi，当前合成侧滑角系数Kbi，以及按步骤S3获得的合成侧滑角系数表，按攻角为AOA3时的侧滑角系数Kbi，得到侧滑角值AOS3；
步骤S612：AOA3即为真实攻角，AOS3即为真实侧滑角。
为了更好地实现本方案，进一步地，所述步骤S7中的真实动压的解算及旋翼下洗流影响修正包括以下步骤：
步骤S701：根据指示马赫数Mi、真实攻角值AOA3和真实侧滑角值AOS3，以及按步骤S1获得的动压修正系数表Kp，经计算得到对应的动压修正系数Kp0；
步骤S702：根据指示动压Qci、动压修正系数Kp0，计算修正后的动压Qc0：
Qc0＝(1+Kp0)×Qci；
步骤S703：根据步骤S601中的公式，根据静压Psi和修正后的动压Qc0计算马赫数M0；
步骤S704：根据马赫数M0、真实攻角AOA3、真实侧滑角AOS3，以及按步骤S1获得的动压修正系数表Kp，经计算得到对应的动压修正系数Kp1；
步骤S705：根据指示动压Qci和动压修正系数Kp1，根据步骤S702计算得到修正后的动压Qc1；
步骤S706：重复步骤S703-S705两次，得到修正后的真实动压Qc，完成旋翼下洗流影响修正；
步骤S707：根据静压Psi、真实动压Qc完成大气参数解算。
为了更好地实现本方案，进一步地，所述步骤S706具体为：
步骤S7061：根据步骤S601中的公式，根据静压Psi和动压Qc1计算马赫数M1；
步骤S7062：根据马赫数M1、攻角AOA3、侧滑角AOS3，以及按步骤S1获得的动压修正系数表Kp，经计算得到对应的动压修正系数Kp2；
步骤S7063：根据动压Qci和动压修正系数Kp2，根据步骤S702计算得到修正后的动压Qc2；
步骤S7064：根据步骤S601中的公式，根据静压Psi和动压Qc2计算马赫数M2；
步骤S7065：根据马赫数M2、攻角AOA3、侧滑角AOS3，以及按步骤S1获得的动压修正系数表Kp，经计算得到对应的动压修正系数Kp3；
步骤S7066：根据动压Qci和动压修正系数Kp3，根据步骤S702计算得到修正后的真实动压Qc3；
以真实动压Qc3作为真实动压Qc。
本方案通过重复数次代入数据，多次数学推导，降低了修正方法的误差率，实现了旋翼下洗流影响修正，并且方法简单易实现，成本低，具有很强的实际应用价值和经济效益。
综上所述，由于采用了上述技术方案，本发明的有益效果是：
1.本发明所述的一种直升机大气数据系统旋翼下洗流影响修正方法，利用随动探头实现总压、静压感受，使总压始终对准合成气流方向，保证了静压感受的准确性，从而使旋翼下洗流修正转化为动压修正，简化了旋翼下洗流修正模型，易于实现；
2.本发明所述的一种直升机大气数据系统旋翼下洗流影响修正方法，经过大量气动流场仿真(CFD)、数学推导和试验所得，实现了旋翼下洗流修影响修正，保证了大气数据在直升机低速飞行时的测量精度，本方案成本低、易实现；
3.本发明所述的一种直升机大气数据系统旋翼下洗流影响修正方法，同时实现攻角、侧滑角测量功能，简化了大气数据系统的系统组成，提高了系统的集成度和综合化水平。
附图说明
为了更清楚地说明本技术方案，下面将对实施例中所需要使用的附图作简单地介绍，应当理解，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他相关的附图，其中：
图1是本发明的随动探头式大气数据系统的组成结构图；
图2是本发明的随动探头直杆开孔横截面图；
图3是本发明的随动探头式大气数据系统的工作原理框图；
图4是本发明的旋翼下洗流修正算法的流程框图；
图5是本发明的方法流程框图；
图中，1-全压口，2-静压孔，3-随动探头，4-随动探头直杆，5-压差孔，6-静温传感器，7-安装支臂。
具体实施方式
为了更清楚地说明本发明实施例的技术方案，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，应当理解，所描述的实施例仅仅是本发明的一部分实施例，而不是全部的实施例，因此不应被看作是对保护范围的限定。基于本发明中的实施例，本领域普通技术工作人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
在本发明的描述中，需要说明的是，除非另有明确的规定和限定，术语“设置”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；也可以是直接相连，也可以是通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本发明中的具体含义。
下面结合图1至图5对本发明作详细说明。
实施例1：
一种直升机大气数据系统旋翼下洗流影响修正方法，包括以下步骤，
步骤S1：建立动压修正系数表Kp；
步骤S2：建立合成攻角系数表Kai；
步骤S3：建立合成侧滑角系数表Kbi；
步骤S4：采用随动探头测得总压和静压；
步骤S5：采用随动探头直杆上的测压孔测得上压力、下压力、左压力和右压力；
步骤S6：通过总压、静压、上压力和下压力的差、左压力和右压力的差解算出攻角和侧滑角；
步骤S7：通过攻角、侧滑角和马赫数得到动压修正系数Kp，实现真实动压的解算，完成旋翼下洗流修正。
工作原理：如图1所示，本实例所采用总静压探头为随动探头，可保证合成总压始终对准气流方向；随动探头直杆正交开4个测压孔，分别实现上压力、下压力、左压力及下压力的感受；安装支臂内的电子部件负责动压、静压、上下压差、左右压差的采集及旋翼下洗流修正，并完成大气参数的解算及输出。
如图2所示，随动探头直杆开孔数量可为4个或6个，开孔4个时，测压孔为上、下、左、右正交分布，开孔6个时，测压孔间隔60°均匀分布，并包含上、下两个固定位置，在 本方案中，一般采用开孔数量为4个的随动探头直杆。
如图3所示，安装支臂内的电子部件采集随动探头来的总压、静压，采集探头直杆来的上压力、下压力、左压力和下压力，采集静温传感器来的静温电阻信号，建立旋翼下洗流与上述压力之间的关系模型，完成旋翼下洗流修正后实现大气参数的解算输出。
如图4所示，大气数据系统上电后按程序周期执行周期性任务。
实施例2：
一种直升机大气数据系统旋翼下洗流影响修正方法，如图5，包括以下步骤，
步骤S1：建立动压修正系数表Kp；
步骤S2：建立合成攻角系数表Kai；
步骤S3：建立合成侧滑角系数表Kbi；
步骤S4：采用随动探头测得总压和静压；
步骤S5：采用随动探头直杆上的测压孔测得上压力、下压力、左压力和右压力；
步骤S6：通过总压、静压、上压力和下压力的差、左压力和右压力的差解算出攻角和侧滑角；
步骤S7：通过攻角、侧滑角和马赫数得到动压修正系数Kp，实现真实动压的解算，完成旋翼下洗流修正。
所述步骤S1中动压修正系数表Kp的建立，应根据旋翼开启或关闭条件，通过气动流场仿真或气动流场试验，建立不同马赫数、不同攻角、不同侧滑角下的动压修正系数Kp：
Figure PCTCN2021140488-appb-000007
其中，Qci为指示动压：开启旋翼时的动压测量值；Qc为真实动压：关闭旋翼时的动压测量值。
所述步骤S2中合成攻角系数表Kai的建立，应在打开旋翼的情况下，通过气动流场仿真或气动流场试验，建立不同马赫数、不同攻角、不同侧滑角下的合成攻角系数Kai：
Figure PCTCN2021140488-appb-000008
所述P(d-u)i为随动探头直杆上的下压力与上压力的差值，Qci为指示动压。
所述步骤S3中合成侧滑角系数表Kbi的建立，应在打开旋翼的情况下，通过气动流场仿真或气动流场试验，建立不同马赫数、不同攻角下的合成侧滑角系数Kbi：
Figure PCTCN2021140488-appb-000009
所述P(l-r)i为随动探头直杆上的左压力与右压力的差值，Qci为指示动压。
为了更好地实现本方案，进一步地，所述步骤S6重复迭代多次，以获得要求的攻角、侧滑角计算精度。
为了更好地实现本方案，进一步地，所述步骤S7重复迭代多次，以获得要求的大气参数计算精度。
所述步骤S6中的真实攻角、真实侧滑角的解算包括以下步骤：
步骤S601：根据静压Psi、动压Qci计算指示马赫数Mi：
Figure PCTCN2021140488-appb-000010
其中k为绝热指数；
步骤S602：根据动压Qci、P(d-u)i计算当前状态下的合成攻角系数Kai：
Figure PCTCN2021140488-appb-000011
其中P(d-u)i为随动探头直杆上的下压力与上压力的差值；
步骤S603：根据动压Qci、P(l-r)i计算当前状态下的合成侧滑角系数Kbi：
Figure PCTCN2021140488-appb-000012
其中P(l-r)i为随动探头直杆上的左压力与右压力的差值；
步骤S604：根据指示马赫数Mi，当前合成攻角系数Kai，以及按步骤S2获得的合成攻角系数表，按侧滑角为0度时的合成攻角系数Kai，得到侧滑角为0度时的攻角值AOA0；
步骤S605：根据指示马赫数Mi，当前合成侧滑角系数Kbi，以及按步骤S3获得的合成侧滑角系数表，按攻角为AOA0时的合成侧滑角系数Kbi，得到攻角为AOA0时的侧滑角值AOS0；
步骤S606：根据指示马赫数Mi，当前合成攻角系数Kai，以及按步骤S2获得的合成攻角系数表，按侧滑角为AOS0时的攻角系数Kai，得到攻角值AOA1；
步骤S607：根据指示马赫数Mi，当前合成侧滑角系数Kbi，以及按步骤S3获得的合成侧滑角系数表，按攻角为AOA1时的侧滑角系数Kbi，得到侧滑角值AOS1；
步骤S608：根据指示马赫数Mi，当前合成攻角系数Kai，以及按步骤S2获得的合成攻角系数表，按侧滑角为AOS1时的攻角系数Kai，得到攻角值AOA2；
步骤S609：根据指示马赫数Mi，当前合成侧滑角系数Kbi，以及按步骤S3获得的合成侧滑角系数表，按攻角为AOA2时的侧滑角系数Kbi，得到侧滑角值AOS2；
步骤S610：根据指示马赫数Mi，当前合成攻角系数Kai，以及按步骤S2获得的合成攻角系数表，按侧滑角为AOS2时的攻角系数Kai，得到攻角值AOA3；
步骤S611：根据指示马赫数Mi，当前合成侧滑角系数Kbi，以及按步骤S3获得的合成 侧滑角系数表，按攻角为AOA3时的侧滑角系数Kbi，得到侧滑角值AOS3；
步骤S612：AOA3即为真实攻角，AOS3即为真实侧滑角。
所述步骤S7中的真实动压的解算及旋翼下洗流修正包括以下步骤：
步骤S701：根据指示马赫数Mi、真实攻角值AOA3和真实侧滑角值AOS3，以及按步骤S1获得的动压修正系数表Kp，经计算得到对应的动压修正系数Kp0；
步骤S702：根据指示动压Qci、动压修正系数Kp0，计算修正后的动压Qc0：
Qc0＝(1+Kp0)×Qci；
步骤S703：根据步骤S601中的公式，根据静压Psi和修正后的动压Qc0计算马赫数M0；
步骤S704：根据马赫数M0、真实攻角AOA3、真实侧滑角AOS3，以及按步骤S1获得的动压修正系数表Kp，经计算得到对应的动压修正系数Kp1；
步骤S705：根据指示动压Qci和动压修正系数Kp1，根据步骤S702计算得到修正后的动压Qc1；
步骤S706：重复步骤S703-S705两次，得到修正后的真实动压Qc，完成旋翼下洗流影响修正；
步骤S707：根据静压Psi、真实动压Qc完成大气参数解算。
工作原理：本方案通过重复数次代入数据，多次数学推导，降低了修正方法的误差率，实现了旋翼下洗流修正，并且方法简单易实现，成本低，具有很强的实际应用价值和经济效益。
本实施例的其他部分与上述实施例2相同，故不再赘述。
实施例3：
本实施例是实施例2的进一步补充说明，所述步骤S706具体为：
步骤S7061：根据步骤S601中的公式，根据静压Psi和动压Qc1计算马赫数M1；
步骤S7062：根据马赫数M1、攻角AOA3、侧滑角AOS3，以及按步骤S1获得的动压修正系数表Kp，经计算得到对应的动压修正系数Kp2；
步骤S7063：根据动压Qci和动压修正系数Kp2，根据步骤S702计算得到修正后的动压Qc2；
步骤S7064：根据步骤S601中的公式，根据静压Psi和动压Qc2计算马赫数M2；
步骤S7065：根据马赫数M2、攻角AOA3、侧滑角AOS3，以及按步骤S1获得的动压修正系数表Kp，经计算得到对应的动压修正系数Kp3；
步骤S7066：根据动压Qci和动压修正系数Kp3，根据步骤S702计算得到修正后的真实 动压Qc3；
以真实动压Qc3作为真实动压Qc。
本实施例的其他部分与上述实施例2相同，故不再赘述。
以上所述，仅是本发明的较佳实施例，并非对本发明做任何形式上的限制，凡是依据本发明的技术实质对以上实施例所作的任何简单修改、等同变化，均落入本发明的保护范围之内。

Claims (9)

  1. 一种直升机大气数据系统旋翼下洗流影响修正方法，其特征在于：包括以下步骤，
    步骤S1：建立动压修正系数表Kp；
    步骤S2：建立合成攻角系数表Kai；
    步骤S3：建立合成侧滑角系数表Kbi；
    步骤S4：采用随动探头测得总压和静压；
    步骤S5：采用随动探头直杆上的测压孔测得上压力、下压力、左压力和右压力；
    步骤S6：通过总压、静压、上压力和下压力的差、左压力和右压力的差解算出攻角和侧滑角；
    步骤S7：通过攻角、侧滑角和马赫数得到动压修正系数Kp，实现真实动压的解算，完成旋翼下洗流修正。
  2. 根据权利要求1所述的一种直升机大气数据系统旋翼下洗流影响修正方法，其特征在于：所述步骤S1，应根据旋翼开启或关闭条件，通过气动流场仿真或风洞流场试验，建立不同马赫数、不同攻角、不同侧滑角下的动压修正系数Kp：
    Figure PCTCN2021140488-appb-100001
    其中，Qci为指示动压：开启旋翼时的动压测量值；Qc为真实动压：关闭旋翼时的动压测量值。
  3. 根据权利要求1所述的一种直升机大气数据系统旋翼下洗流影响修正方法，其特征在于：所述步骤S2，需在旋翼开启的情况下，通过气动流场仿真或风洞流场试验，建立不同马赫数、不同攻角、不同侧滑角下的合成攻角系数Kai：
    Figure PCTCN2021140488-appb-100002
    所述P(d-u)i为随动探头直杆上的下压力与上压力的差值，Qci为指示动压。
  4. 根据权利要求1所述的一种直升机大气数据系统旋翼下洗流影响修正方法，其特征在于：所述步骤S3，需在旋翼开启的情况下，通过气动流场仿真或风洞流场试验，建立不同马赫数、不同攻角下的合成侧滑角系数Kbi：
    Figure PCTCN2021140488-appb-100003
    所述P(l-r)i为随动探头直杆上的左压力与右压力的差值，Qci为指示动压。
  5. 根据权利要求1所述的一种直升机大气数据系统旋翼下洗流影响修正方法，其特征在于：所述步骤S6重复迭代多次，以获得要求的攻角、侧滑角计算精度。
  6. 根据权利要求1所述的一种直升机大气数据系统旋翼下洗流影响修正方法，其特征在于： 所述步骤S7重复迭代多次，以获得要求的大气参数计算精度。
  7. 根据权利要求1所述的一种直升机大气数据系统旋翼下洗流影响修正方法，其特征在于：所述步骤S6中的真实攻角、真实侧滑角的解算包括以下步骤：
    步骤S601：根据静压Psi、指示动压Qci计算指示马赫数Mi：
    Figure PCTCN2021140488-appb-100004
    其中k为绝热指数；
    步骤S602：根据P(d-u)i、指示动压Qci计算合成攻角系数Kai：
    Figure PCTCN2021140488-appb-100005
    其中P(d-u)i为随动探头直杆上的下压力与上压力的差值；
    步骤S603：根据P(l-r)i、指示动压Qci计算合成侧滑角系数Kbi：
    Figure PCTCN2021140488-appb-100006
    其中P(l-r)i为随动探头直杆上的左压力与右压力的差值；
    步骤S604：根据指示马赫数Mi、合成攻角系数Kai，以及按步骤S2获得的合成攻角系数表，按侧滑角为0度时的合成攻角系数，得到侧滑角为0度时的攻角值AOA0；
    步骤S605：根据指示马赫数Mi、合成侧滑角系数Kbi，以及按步骤S3获得的合成侧滑角系数表，按攻角为0度时的合成侧滑角系数，得到攻角为0度时的侧滑角值AOS0；
    步骤S606：根据指示马赫数Mi、合成攻角系数Kai，以及按步骤S2获得的合成攻角系数表，按侧滑角为AOS0时的攻角系数，得到攻角值AOA1；
    步骤S607：根据指示马赫数Mi、合成侧滑角系数Kbi，以及按步骤S3获得的合成侧滑角系数表，按攻角为AOA0时的侧滑角系数，得到侧滑角值AOS1；
    步骤S608：根据指示马赫数Mi、合成攻角系数Kai，以及按步骤S2获得的合成攻角系数表，按侧滑角为AOS1时的攻角系数，得到攻角值AOA2；
    步骤S609：根据指示马赫数Mi、合成侧滑角系数Kbi，以及按步骤S3获得的合成侧滑角系数表，按攻角为AOA1时的侧滑角系数，得到侧滑角值AOS2；
    步骤S610：根据指示马赫数Mi、合成攻角系数Kai，以及按步骤S2获得的合成攻角系数表，按侧滑角为AOS2时的攻角系数，得到攻角值AOA3；
    步骤S611：根据指示马赫数Mi、合成侧滑角系数Kbi，以及按步骤S3获得的合成侧滑角系数表，按攻角为AOA3时的侧滑角系数，得到侧滑角值AOS3；
    步骤S612：将AOA3作为真实攻角，将AOS3作为真实侧滑角。
  8. 根据权利要求1所述的一种直升机大气数据系统旋翼下洗流影响修正方法，其特征在于： 所述步骤S7中的真实动压的解算及旋翼下洗流修正包括以下步骤：
    步骤S701：根据指示马赫数Mi、真实攻角值AOA3和真实侧滑角值AOS3，以及步骤S1获得的动压修正系数表，得到对应的动压修正系数Kp0；
    步骤S702：根据指示动压Qci、动压修正系数Kp0计算修正后的动压Qc0：
    Qc0＝(1+Kp0)×Qci；
    步骤S703：根据步骤S601中的公式，根据静压Psi和修正后的动压Qc0计算马赫数M0；
    步骤S704：根据马赫数M0、攻角AOA3、侧滑角AOS3，以及步骤S1获得的动压修正系数表，得到对应的动压修正系数Kp1；
    步骤S705：根据动压Qci和动压修正系数Kp1，根据步骤S702计算得到修正后的动压Qc1；
    步骤S706：重复步骤S703-S705两次，得到修正后的真实动压Qc，完成旋翼下洗流影响修正；
    步骤S707：根据静压Psi、真实动压Qc完成大气参数解算。
  9. 根据权利要求8所述的一种直升机大气数据系统旋翼下洗流影响修正方法，其特征在于：所述步骤S706具体为：
    步骤S7061：根据步骤S601中的公式，根据静压Psi和修正后的动压Qc1计算马赫数M1；
    步骤S7062：根据马赫数M1、攻角AOA3、侧滑角AOS3，以及步骤S1获得的动压修正系数表，得到对应的动压修正系数Kp2；
    步骤S7063：根据动压Qci和动压修正系数Kp2，根据步骤S702计算得到修正后的动压Qc2；
    步骤S7064：根据步骤S601中的公式，根据静压Psi和动压Qc2计算马赫数M2；
    步骤S7065：根据马赫数M2、攻角AOA3、侧滑角AOS3，以及步骤S1获得的动压修正系数表，得到对应的动压修正系数Kp3；
    步骤S7066：根据动压Qci和动压修正系数Kp3，根据步骤S702计算得到修正后的动压Qc3；
    以修正后的动压Qc3作为真实动压Qc。
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