Method and system for predicting dynamic load and checking dynamic intensity of cabin section of water surface aircraft

Abstract

The invention provides a dynamic load prediction and dynamic intensity checking method and system for a water surface aircraft cabin section. The method comprises the steps of obtaining feature information of a water surface aircraft cabin section structure; simplifying the cabin section of the water surface aircraft into a two-dimensional model according to the feature information; establishing a hydrodynamic load prediction analysis model of the water surface aircraft cabin based on a potential flow theory; obtaining the dynamic load of each skin in the vertical water entry process according to the water entry dynamic load prediction analysis model; calculating a dynamic load factor at each skin position; calculating an equivalent static load according to the dynamic load of each skin in the vertical water entry process and the corresponding dynamic load factor, and applying the equivalent static load to the skin at the bottom; the underwater dynamic load prediction analysis model is adopted to carry out dynamic load rapid prediction of underwater of a water surface aircraft cabin section, large-scale numerical calculation of a traditional fluid-solid coupling algorithm is avoided, and a large amount of time and hardware resources are remarkably saved; and structure dynamic strength checking based on statics is realized.

Description

Technical Field

[0001] The present invention relates to the technical field of surface aircraft, and in particular to a method and system for predicting dynamic loads and verifying dynamic strength of a surface aircraft compartment. Background Art

[0002] Amphibious aircraft are fixed-wing aircraft capable of taking off, landing, and taxiing on water. Unlike traditional fixed-wing aircraft, amphibious aircraft are capable of performing various cross-water missions and are widely used in a variety of fields, including forest firefighting, water emergency rescue, coastal patrols, tourism transportation, and the military. Consequently, amphibious aircraft are attracting significant attention worldwide, and demand for their research, development, and application continues to grow in various countries.

[0003] One of the main challenges facing amphibious aircraft is their structural safety during water takeoff and landing. During seaplane takeoff and landing missions, the lower fuselage structure may be subjected to significant water impact loads. This impact load can damage the aircraft's water landing structure in a very short period of time, and may even cause the aircraft to capsize or disintegrate. Therefore, airworthiness authorities in various countries have established strict requirements for the water takeoff and landing performance of amphibious aircraft. According to relevant airworthiness regulations, amphibious aircraft must undergo verification to ensure their maneuverability and stability during water takeoff, landing, and taxiing, prevent uncontrollable movement, and ensure that the aircraft structure can withstand the water loads generated during water takeoff, landing, and taxiing.

[0004] During water landing, the belly of a surface vehicle is subjected to distributed dynamic loads from the water. Rapidly predicting the dynamic response of a surface vehicle and verifying its structural strength are crucial for its design and verification. However, performing transient dynamics-based fluid-structure interaction analysis of aircraft structures upon water landing requires significant time and computational resources, and the results are affected by numerous parameters, resulting in instability. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide a method and system for dynamic load prediction and dynamic strength verification of surface aircraft cabin sections, and adopt an analytical model for dynamic load prediction of water entry to carry out rapid prediction of dynamic load of surface aircraft cabin sections entering water, thereby avoiding the large-scale numerical calculation of traditional fluid-solid coupling algorithms and significantly saving a lot of time and hardware resources; a static equivalent method for the dynamic load of surface aircraft cabin sections entering water is established to realize structural dynamic strength verification based on statics.

[0006] In a first aspect, an embodiment of the present invention provides a method for predicting dynamic loads and verifying dynamic strength of a surface aircraft compartment, the method comprising:

[0007] Acquiring characteristic information of the surface aircraft compartment structure;

[0008] Simplifying the surface aircraft compartment into a two-dimensional model according to the characteristic information;

[0009] Based on the potential flow theory, an analytical model for predicting the dynamic load of the water-entry cabin of the surface aircraft is established;

[0010] According to the water entry dynamic load prediction analytical model, the dynamic load of each skin of the surface aircraft compartment during the vertical water entry process is obtained;

[0011] calculating a dynamic load factor at each of the skin positions;

[0012] Calculating an equivalent static load based on the dynamic load of each skin during vertical water entry and the corresponding dynamic load factor, and applying the equivalent static load to the bottom skin;

[0013] The characteristic information includes the ramp angle and geometric dimensions.

[0014] Furthermore, the dynamic load factor at each of the skin positions is calculated, including:

[0015] The skin between adjacent fuselage frames and adjacent long stringers of the surface aircraft compartment is selected as a typical structural unit;

[0016] After applying the dynamic load and the static load to the skin of the typical structural unit respectively, obtaining the maximum out-of-plane displacement of the skin under the dynamic load and the maximum out-of-plane displacement of the skin under the static load;

[0017] Calculating a dynamic load factor at each position of the skin according to the maximum out-of-plane displacement of the skin under the dynamic load and the maximum out-of-plane displacement of the skin under the static load;

[0018] The peak value of the dynamic load is the same as the peak value of the static load.

[0019] Furthermore, the dynamic load factor at each position of the skin is calculated based on the maximum out-of-plane displacement of the skin under the dynamic load and the maximum out-of-plane displacement of the skin under the static load, including:

[0020] The dynamic load factor at each of the skin locations is calculated according to the following formula:

[0021] C=ω d / ω s

[0022] Where C is the dynamic load factor, ω d is the maximum out-of-plane displacement of the skin under the dynamic load, ω sis the maximum out-of-plane displacement of the skin under the static load.

[0023] Furthermore, according to the dynamic load of each skin during vertical water entry and the corresponding dynamic load factor, an equivalent static load is calculated, including:

[0024] The equivalent static load is calculated according to the following formula:

[0025] P s =P d ·C

[0026] Among them, P s is the equivalent static load, P d is the peak value of the dynamic load, and C is the dynamic load factor.

[0027] In a second aspect, an embodiment of the present invention provides a system for predicting dynamic loads and verifying dynamic strength of a surface aircraft compartment, the system comprising:

[0028] A first acquisition module is used to acquire characteristic information of the surface aircraft compartment structure;

[0029] A simplification module, configured to simplify the surface aircraft compartment into a two-dimensional model according to the characteristic information;

[0030] Establishing a module for establishing an analytical model for predicting the water entry dynamic load of the surface aircraft cabin based on potential flow theory;

[0031] A second acquisition module is configured to acquire the dynamic loads of each skin of the surface vehicle compartment during the vertical water entry process according to the water entry dynamic load prediction analytical model;

[0032] A first calculation module is used to calculate the dynamic load factor at each of the skin positions;

[0033] a second calculation module, configured to calculate an equivalent static load according to the dynamic load of each skin during vertical water entry and the corresponding dynamic load factor, and apply the equivalent static load to the bottom skin;

[0034] The characteristic information includes the ramp angle and geometric dimensions.

[0035] Furthermore, the first calculation module is specifically configured to:

[0036] The skin between adjacent fuselage frames and adjacent long stringers of the surface aircraft compartment is selected as a typical structural unit;

[0037] After applying the dynamic load and the static load to the skin of the typical structural unit respectively, obtaining the maximum out-of-plane displacement of the skin under the dynamic load and the maximum out-of-plane displacement of the skin under the static load;

[0038] Calculating a dynamic load factor at each position of the skin according to the maximum out-of-plane displacement of the skin under the dynamic load and the maximum out-of-plane displacement of the skin under the static load;

[0039] The peak value of the dynamic load is the same as the peak value of the static load.

[0040] Furthermore, the first calculation module is specifically configured to:

[0041] The dynamic load factor at each of the skin locations is calculated according to the following formula:

[0042] C=ω d / ω s

[0043] Where C is the dynamic load factor, ω d is the maximum out-of-plane displacement of the skin under the dynamic load, ω s is the maximum out-of-plane displacement of the skin under the static load.

[0044] Furthermore, the second calculation module is specifically configured to:

[0045] The equivalent static load is calculated according to the following formula:

[0046] P s =P d ·C

[0047] Among them, P s is the equivalent static load, P d is the peak value of the dynamic load, and C is the dynamic load factor.

[0048] In a third aspect, an embodiment of the present invention provides an electronic device, including a memory and a processor, wherein the memory stores a computer program that can be run on the processor, and the processor implements the above-mentioned method when executing the computer program.

[0049] In a fourth aspect, an embodiment of the present invention provides a computer-readable medium having a non-volatile program code executable by a processor, wherein the program code enables the processor to execute the method as described above.

[0050] An embodiment of the present invention provides a method and system for predicting the dynamic load and verifying the dynamic strength of a surface aircraft compartment, including: obtaining characteristic information of the surface aircraft compartment structure; simplifying the surface aircraft compartment into a two-dimensional model based on the characteristic information; establishing an analytical model for predicting the dynamic load of the surface aircraft compartment entering water based on potential flow theory; obtaining the dynamic load of each skin of the surface aircraft compartment during vertical entry into water based on the analytical model for predicting the dynamic load of the surface aircraft compartment entering water; calculating the dynamic load factor at each skin position; calculating the equivalent static load based on the dynamic load of each skin during vertical entry into water and the corresponding dynamic load factor, and applying the equivalent static load to the bottom skin; wherein the characteristic information includes the ramp angle and geometric dimensions; using the analytical model for predicting the dynamic load of the surface aircraft compartment entering water to carry out rapid prediction of the dynamic load of the surface aircraft compartment entering water, avoiding the large-scale numerical calculation of the traditional fluid-solid coupling algorithm, and significantly saving a lot of time and hardware resources; establishing a static equivalent method for the dynamic load of the surface aircraft compartment entering water, and realizing structural dynamic strength verification based on statics.

[0051] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or understood by practicing the present invention. The purposes and other advantages of the present invention are realized and obtained by the structures particularly pointed out in the description, claims and drawings.

[0052] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0054] Figure 1 A flow chart of a method for predicting dynamic loads and verifying dynamic strength of a surface aircraft compartment provided in the first embodiment of the present invention;

[0055] Figure 2 A schematic diagram of a fuselage compartment section of a surface aircraft provided in the first embodiment of the present invention;

[0056] Figure 3 A simplified schematic diagram of a fuselage compartment section of a surface aircraft provided in the first embodiment of the present invention;

[0057] Figure 4 Schematic diagram of a two-dimensional symmetrical rigid wedge-shaped body vertically entering water provided by the first embodiment of the present invention;

[0058] Figure 5 A schematic diagram of a skin pressure time history curve provided in Example 1 of the present invention;

[0059] Figure 6 A schematic diagram of the internal structure of the "V"-shaped bottom of the lower fuselage compartment provided in Example 1 of the present invention;

[0060] Figure 7 A schematic diagram of a finite element model for applying dynamic and static loads provided in the first embodiment of the present invention;

[0061] Figure 8 Schematic diagram of the dynamic load prediction and dynamic strength verification system for a surface aircraft compartment provided in the second embodiment of the present invention. DETAILED DESCRIPTION

[0062] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of them. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0063] To facilitate understanding of this embodiment, the embodiment of the present invention is described in detail below.

[0064] Example 1:

[0065] Figure 1 This is a flow chart of the method for dynamic load prediction and dynamic strength verification of a surface aircraft compartment provided in Example 1 of the present invention.

[0066] Reference Figure 1 , the method comprises the following steps:

[0067] Step S101, obtaining characteristic information of the cabin structure of the surface aircraft;

[0068] Step S102, simplifying the surface aircraft cabin into a two-dimensional model based on the feature information;

[0069] Specifically, the present application aims at the entry of a surface aircraft compartment into water, establishes a method system for quickly predicting the dynamic load of the entry into water and converting the dynamic load into an equivalent static load, thereby realizing the dynamic strength verification of the surface aircraft compartment entering water.

[0070] Refer to Figure 2The schematic diagram of the fuselage compartment of a surface aircraft shown in the figure adopts a "V"-shaped bottom design, which can effectively reduce the landing load. During the landing process, the width of the compartment lower structure is usually not in direct contact with the water. Therefore, considering the geometric characteristics of the surface aircraft compartment structure such as the inclined angle α, the lateral width L of the fuselage and the height h of the "V"-shaped bottom, the three-dimensional compartment structure is simplified into a two-dimensional wedge. Figure 2 In the figure, Figure (a) is a three-dimensional schematic diagram of the fuselage compartment section, and Figure (b) is a cross-sectional schematic diagram of the fuselage compartment section.

[0071] Reference Figure 3 Figure (a) is a schematic diagram of the cross-section of the fuselage compartment, and Figure (b) is a simplified schematic diagram of the cross-section.

[0072] Step S103, establishing an analytical model for predicting the water entry dynamic load of a surface vehicle cabin based on potential flow theory;

[0073] Step S104, obtaining the dynamic loads of each skin of the surface vehicle compartment during vertical water entry according to the water entry dynamic load prediction analytical model;

[0074] Step S105, calculating the dynamic load factor at each skin position;

[0075] Step S106, calculating an equivalent static load based on the dynamic load of each skin during vertical water entry and the corresponding dynamic load factor, and applying the equivalent static load to the bottom skin;

[0076] The characteristic information includes the ramp angle and geometric dimensions.

[0077] In this embodiment, an analytical model for predicting dynamic water entry loads, based on potential flow theory, rapidly predicts the vertical water entry dynamic loads on a surface aircraft compartment structure. The predicted dynamic loads are then converted into equivalent static loads, enabling static verification of the compartment structure's dynamic strength upon entry. This method enables dynamic load prediction and static verification of the dynamic strength of surface aircraft compartments upon entry, while significantly saving time and computing resources.

[0078] In the actual structural design and verification process, this application generally uses a static load method for strength verification. This design method is simple and reliable, and computational analysis and experimental verification are relatively easy. Therefore, how to convert the dynamic loads during landing into static loads for structural strength verification is a practical engineering problem faced in surface aircraft design. This application can provide support for the structural design and strength verification of surface aircraft, and has practical engineering significance.

[0079] In step S103 and step S104, refer to Figure 4The figure shows a schematic diagram of a two-dimensional symmetric rigid wedge entering water vertically. The fluid is incompressible, inviscid and irrotational (potential flow theory). The nonlinear effects of local jets are ignored, and the free surface conditions are linearized.

[0080] Velocity potential and boundary conditions:

[0081] 1) Velocity potential equation

[0082] The fluid motion is described by the velocity potential φ(y,z,t), which satisfies the Laplace equation:

[0083]

[0084] 2) Free surface conditions

[0085] The dynamic condition is linearized to φ=0 (Wagner condition) and applied on the intersection plane of the free surface and the wedge z=η(Y,t).

[0086] 3) Wedge boundary conditions:

[0087]

[0088] Where V(t) is the instantaneous velocity, n z is the normal component.

[0089] Conformal mapping method:

[0090] The physical plane (the problem of a wedge entering water) is mapped to the complex plane (the flow problem of a simple geometric shape) through the Schwartz-Christoffel transformation.

[0091] 1) Constant speed V0, the mapping relationship is: Where θ = (π - 2α) / 2π, and A is a constant related to the ramp angle α.

[0092] 2) Extended to variable velocity V(t), the mapping form is the same, but V(t) is dynamically updated by the momentum theorem:

[0093]

[0094] Pressure coefficient derivation:

[0095] 1) Pressure is calculated using the Bernoulli equation:

[0096]

[0097] 2) Introducing the dimensionless pressure coefficient C p :

[0098]

[0099] 3) When the speed is constant, the pressure coefficient can be expressed as:

[0100]

[0101] Among them, q is the variable in the mapping plane, representing the position of each pressure measurement point, and γ(α) is the splash coefficient related to the wedge.

[0102] 4) Introducing the rate change term ΔC p To reflect the effect of speed change on pressure:

[0103] C p =C p_constant +ΔC p (7)

[0104] in,

[0105] Finally, the mass M, initial velocity V0 and ramp angle α of the fuselage compartment are input into the water entry dynamic load prediction analytical model, and the dynamic load (wall pressure) of the compartment skin during vertical water entry can be obtained, as shown in the following example: Figure 5 shown.

[0106] Furthermore, step S105 includes the following steps:

[0107] Step S201, selecting the skin between adjacent fuselage frames and adjacent long stringers of a surface aircraft cabin as a typical structural unit;

[0108] Step S202 , after applying a dynamic load and a static load to the skin of a typical structural unit, obtaining the maximum out-of-plane displacement of the skin under the dynamic load and the maximum out-of-plane displacement of the skin under the static load;

[0109] Step S203, calculating the dynamic load factor at each skin position according to the maximum out-of-plane displacement of the skin under the dynamic load and the maximum out-of-plane displacement of the skin under the static load;

[0110] The peak value of the dynamic load is the same as the peak value of the static load.

[0111] Specifically, the dynamic load factor is calculated based on the deformation consistency principle. The structure of the lower "V" shaped bottom is as follows: Figure 6 As shown. The skin is connected to the fuselage frame and the long stringer by high-tightening bolts and rivets. The skin is relatively thin, and the stiffness of the fuselage frame and the long stringer is relatively large. The skin between the adjacent fuselage frames and adjacent long stringers of the cabin section is extracted as a typical structural unit. At this time, it can be considered as a flat plate with four sides fixed. Dynamic loads (skin measuring point pressure) and static loads with the same peak value (such as Figure 7(as shown), the maximum out-of-plane displacement of the skin is obtained, and the dynamic load factor C at each typical skin position is calculated according to formula (8).

[0112] Furthermore, step S203 includes:

[0113] The dynamic load factor at each skin position is calculated according to formula (8):

[0114] C=ω d / ω s (8)

[0115] Where C is the dynamic load factor, ω d is the maximum out-of-plane displacement of the skin under dynamic load, ω s is the maximum out-of-plane displacement of the skin under static load.

[0116] Furthermore, step S106 includes:

[0117] Calculate the equivalent static load according to formula (9):

[0118] P s =P d ·C (9)

[0119] Among them, P s is the equivalent static load, P d is the peak value of the dynamic load, and C is the dynamic load factor.

[0120] Specifically, the dynamic load is converted into a static load for strength verification. The peak dynamic load of the skin at each location is multiplied by the corresponding dynamic load factor to determine the equivalent static load (see formula (9)). By applying the equivalent static load to the bottom skin, the dynamic strength verification of the surface aircraft cabin section entering the water can be achieved based on statics.

[0121] This application constructs a system of dynamic load prediction and dynamic strength verification methods for surface aircraft cabin sections; adopts an analytical model for water entry dynamic load prediction to carry out rapid prediction of the dynamic load of surface aircraft cabin sections entering water, avoiding the large-scale numerical calculation of traditional fluid-solid coupling algorithms, and significantly saving a lot of time and hardware resources; establishes a statics equivalent method for the dynamic load of surface aircraft cabin sections entering water, and realizes structural dynamic strength verification based on statics.

[0122] Example 2:

[0123] Figure 8 Schematic diagram of the dynamic load prediction and dynamic strength verification system for a surface aircraft compartment provided in the second embodiment of the present invention.

[0124] Reference Figure 8 , the system comprises:

[0125] The first acquisition module is used to obtain characteristic information of the surface aircraft compartment structure;

[0126] A simplification module is used to simplify the surface aircraft compartment into a two-dimensional model based on feature information;

[0127] Establish a module for establishing an analytical model for predicting the dynamic loads of a surface vehicle compartment entering water based on potential flow theory;

[0128] The second acquisition module is used to obtain the dynamic loads of each skin of the surface aircraft compartment during the vertical water entry process based on the water entry dynamic load prediction analytical model;

[0129] A first calculation module is used to calculate the dynamic load factor at each skin position;

[0130] The second calculation module is used to calculate the equivalent static load according to the dynamic load of each skin during the vertical water entry process and the corresponding dynamic load factor, and apply the equivalent static load to the bottom skin;

[0131] The characteristic information includes the ramp angle and geometric dimensions.

[0132] Furthermore, the first calculation module is specifically configured to:

[0133] The skin between adjacent fuselage frames and adjacent long stringers of the surface aircraft compartment is selected as a typical structural unit;

[0134] After applying dynamic loads and static loads to the skin of a typical structural unit, the maximum out-of-plane displacement of the skin under dynamic loads and the maximum out-of-plane displacement of the skin under static loads are obtained;

[0135] Calculate the dynamic load factor at each skin position based on the maximum out-of-plane displacement of the skin under dynamic load and the maximum out-of-plane displacement of the skin under static load;

[0136] The peak value of the dynamic load is the same as the peak value of the static load.

[0137] An embodiment of the present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the method for predicting dynamic loads and verifying dynamic strength of a surface aircraft compartment provided in the above embodiment are implemented.

[0138] An embodiment of the present invention also provides a computer-readable medium having non-volatile program code executable by a processor, wherein a computer program is stored on the computer-readable medium, and when the computer program is run by the processor, the steps of the method for dynamic load prediction and dynamic strength verification of a surface aircraft compartment of the above embodiment are executed.

[0139] The computer program product provided in the embodiments of the present invention includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the previous method embodiments. For specific implementation, please refer to the method embodiments and will not be repeated here.

[0140] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described systems and devices can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0141] In addition, in the description of the embodiments of the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to mechanical connections or electrical connections; they may refer to direct connections or indirect connections through an intermediate medium; and they may refer to internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0142] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0143] In the description of the present invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the present invention. They are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limitations on the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0144] Finally, it should be noted that the above-described embodiments are only specific implementations of the present invention, which are used to illustrate the technical solutions of the present invention, rather than to limit them. The scope of protection of the present invention is not limited thereto. Although the present invention has been described in detail with reference to the above-described embodiments, those skilled in the art should understand that any person skilled in the art can modify or easily conceive of changes to the technical solutions described in the above-described embodiments within the technical scope disclosed by the present invention, or replace some of the technical features therein with equivalents. Such modifications, changes, or replacements do not deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A method for predicting dynamic loads and verifying dynamic strength of a surface aircraft compartment, characterized in that: The method comprises: Acquiring characteristic information of the surface aircraft compartment structure; Simplifying the surface aircraft compartment into a two-dimensional model according to the characteristic information; Based on the potential flow theory, an analytical model for predicting the dynamic load of the water-entry cabin of the surface aircraft is established; According to the water entry dynamic load prediction analytical model, the dynamic load of each skin of the surface aircraft compartment during the vertical water entry process is obtained; calculating a dynamic load factor at each of the skin positions; Calculating an equivalent static load based on the dynamic load of each skin during vertical water entry and the corresponding dynamic load factor, and applying the equivalent static load to the bottom skin; The characteristic information includes the ramp angle and geometric dimensions.

2. The method for dynamic load prediction and dynamic strength verification of a surface aircraft compartment according to claim 1, characterized in that: Calculating the dynamic load factor at each of the skin locations, including: The skin between adjacent fuselage frames and adjacent long stringers of the surface aircraft compartment is selected as a typical structural unit; After applying the dynamic load and the static load to the skin of the typical structural unit respectively, obtaining the maximum out-of-plane displacement of the skin under the dynamic load and the maximum out-of-plane displacement of the skin under the static load; Calculating a dynamic load factor at each position of the skin according to the maximum out-of-plane displacement of the skin under the dynamic load and the maximum out-of-plane displacement of the skin under the static load; The peak value of the dynamic load is the same as the peak value of the static load.

3. The method for dynamic load prediction and dynamic strength verification of a surface aircraft compartment according to claim 2, characterized in that: Calculating a dynamic load factor at each position of the skin according to the maximum out-of-plane displacement of the skin under the dynamic load and the maximum out-of-plane displacement of the skin under the static load includes: The dynamic load factor at each of the skin locations is calculated according to the following formula: C=ω d / h s Where C is the dynamic load factor, ω d is the maximum out-of-plane displacement of the skin under the dynamic load, ω s is the maximum out-of-plane displacement of the skin under the static load.

4. The method for dynamic load prediction and dynamic strength verification of a surface aircraft compartment according to claim 1, characterized in that: Calculating an equivalent static load based on the dynamic load of each skin during vertical water entry and the corresponding dynamic load factor includes: The equivalent static load is calculated according to the following formula: P s =P d ·C Among them, P s is the equivalent static load, P d is the peak value of the dynamic load, and C is the dynamic load factor.

5. A system for predicting dynamic loads and checking dynamic strength of a surface aircraft compartment, characterized in that: The system comprises: A first acquisition module is used to acquire characteristic information of the surface aircraft compartment structure; A simplification module, configured to simplify the surface aircraft compartment into a two-dimensional model according to the characteristic information; Establishing a module for establishing an analytical model for predicting the water entry dynamic load of the surface aircraft cabin based on potential flow theory; A second acquisition module is configured to acquire the dynamic loads of each skin of the surface vehicle compartment during the vertical water entry process according to the water entry dynamic load prediction analytical model; A first calculation module is used to calculate the dynamic load factor at each of the skin positions; a second calculation module, configured to calculate an equivalent static load according to the dynamic load of each skin during vertical water entry and the corresponding dynamic load factor, and apply the equivalent static load to the bottom skin; The characteristic information includes the ramp angle and geometric dimensions.

6. The system for dynamic load prediction and dynamic strength verification of a surface aircraft compartment according to claim 5, characterized in that: The first calculation module is specifically configured to: The skin between adjacent fuselage frames and adjacent long stringers of the surface aircraft compartment is selected as a typical structural unit; After applying the dynamic load and the static load to the skin of the typical structural unit respectively, obtaining the maximum out-of-plane displacement of the skin under the dynamic load and the maximum out-of-plane displacement of the skin under the static load; Calculating a dynamic load factor at each position of the skin according to the maximum out-of-plane displacement of the skin under the dynamic load and the maximum out-of-plane displacement of the skin under the static load; The peak value of the dynamic load is the same as the peak value of the static load.

7. The system for dynamic load prediction and dynamic strength verification of a surface vehicle compartment according to claim 6, characterized in that: The first calculation module is specifically configured to: The dynamic load factor at each of the skin locations is calculated according to the following formula: C=ω d / h s Where C is the dynamic load factor, ω d is the maximum out-of-plane displacement of the skin under the dynamic load, ω s is the maximum out-of-plane displacement of the skin under the static load.

8. The system for dynamic load prediction and dynamic strength verification of a watercraft compartment according to claim 5, characterized in that: The second calculation module is specifically configured to: The equivalent static load is calculated according to the following formula: P s =P d ·C Among them, P s is the equivalent static load, P d is the peak value of the dynamic load, and C is the dynamic load factor.

9. An electronic device comprising a memory and a processor, wherein the memory stores a computer program that can be run on the processor, wherein: When the processor executes the computer program, the method according to any one of claims 1 to 4 is implemented.

10. A computer-readable medium having a non-volatile program code executable by a processor, characterized in that The program code causes the processor to execute the method according to any one of claims 1 to 4.

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