Rotor adjustment method, system, device, and storage medium based on vibration analysis

Abstract

The application discloses a rotor adjusting method, system and device based on vibration analysis and a storage medium, wherein the method comprises the following steps: when an aircraft is in a stable flight state, vibration values corresponding to multiple vibration channels of the aircraft body are acquired, and a vibration value matrix is determined according to the vibration values; then a first rotor adjustment amount matrix is determined according to the flight state, a vibration channel coefficient, a vibration proportion coefficient, the vibration value matrix and an influence coefficient matrix corresponding to the aircraft; finally, the rotor of the aircraft is adjusted according to the first rotor adjustment amount matrix, so that the vibration value decreases. The rotor adjusting method provided by the application embodiment does not need additional equipment to measure the rotor cone, which helps to reduce the weight of the aircraft and save equipment cost; in addition, since the rotor adjusting method proposed by the application is used to determine the adjustment of the rotor according to the vibration, the effect of vibration reduction is finally achieved, so that the situation of repeated adjustment can be avoided, and the complexity of rotor adjustment is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aircraft technology, and in particular to a rotor adjustment method, system and device based on vibration analysis and a storage medium. BACKGROUND

[0002] In the working process of the rotor system of a helicopter, due to rotor mass imbalance and aerodynamic imbalance, the blades will vibrate. Since the helicopter mainly relies on high-speed rotation of the rotor to provide lift, the vibrating blades pose a safety threat to the helicopter, and continuous vibration can cause fatigue fracture of helicopter components, thereby affecting the service life of the helicopter. Therefore, achieving dynamic balance adjustment of the rotor components and controlling the amplitude of vibration are important prerequisites for ensuring reliable operation of the helicopter.

[0003] In related technologies, rotor adjustment is achieved by adjusting the rotor cone and unbalanced mass to reduce vertical and horizontal vibrations caused by the rotor, so the rotor cone needs to be measured and dynamic balance needs to be achieved. Generally, techniques such as the pole method and the photographic method are used to measure the rotor cone, but these methods require a large amount of human and hardware equipment costs, and are easily affected by external environments such as rain and snow. In addition, in related technologies, trial weight method is used for dynamic balance, but generally only the first-order vibration is concerned, and repeated adjustment may be required during dynamic balance, resulting in a relatively slow rotor adjustment process. SUMMARY

[0004] The present application aims to at least partially solve one of the technical problems in the related art. To this end, the present application proposes a rotor adjustment method, system, device and storage medium based on vibration analysis.

[0005] In a first aspect, the embodiments of the present application provide a rotor adjustment method based on vibration analysis, comprising: when an aircraft is in a stable flight state, obtaining vibration values corresponding to a plurality of vibration channels of the aircraft fuselage, and determining a vibration value matrix according to the vibration values; determining a first rotor adjustment amount matrix according to the flight state, a vibration channel coefficient, a vibration proportionality coefficient, the vibration value matrix and an influence coefficient matrix corresponding to the aircraft; and adjusting the rotor of the aircraft according to the first rotor adjustment amount matrix to reduce the vibration values.

[0006] Optionally, the method also includes a step of determining the influence coefficient matrix, which specifically includes: during the test flight of the aircraft, adjusting different adjustment components in the rotor respectively to determine the second rotor adjustment amount matrix; determining the first vibration change amount matrix based on the change in the vibration value corresponding to the vibration channel before and after adjusting the adjustment component; and determining the influence coefficient matrix corresponding to the current flight state based on the rotor adjustment amount matrix and the first vibration change amount matrix.

[0007] Optionally, the rotor includes a main rotor and a tail rotor, the adjustment components include a first counterweight, a small pull rod, a trailing edge adjustment plate in the main rotor and a second counterweight in the tail rotor, and the second rotor adjustment matrix includes a main rotor adjustment matrix and a tail rotor adjustment matrix. During the test flight of the aircraft, different adjustment components in the rotor are adjusted respectively to determine the second rotor adjustment matrix, including: during the test flight of the aircraft, the first counterweight, the small pull rod and the trailing edge adjustment plate in the main rotor are adjusted respectively to determine the main rotor adjustment matrix; after completing the adjustment of the adjustment components in the main rotor, the second counterweight in the tail rotor is adjusted to determine the tail rotor adjustment matrix.

[0008] Optionally, the vibration channel includes a first vibration channel and a second vibration channel; the first vibration channel is arranged at the cockpit floor and the middle of the fuselage, and the second vibration channel is arranged at the vertical tail position and the tail rotor. The first vibration change matrix includes a second vibration change matrix and a third vibration change matrix. Determining the first vibration change matrix according to the change of the vibration value corresponding to the vibration channel before and after adjusting the adjustment component includes: determining the second vibration change matrix according to the change of the vibration value corresponding to the first vibration channel before and after adjustment, and determining the third vibration change matrix according to the change of the vibration value corresponding to the second vibration channel before and after adjustment.

[0009] Optionally, the influence coefficient matrix includes a main rotor influence coefficient matrix and a tail rotor influence coefficient matrix, and determining the influence coefficient matrix corresponding to the current flight state based on the rotor adjustment amount matrix and the first vibration change amount matrix includes: determining the main rotor influence coefficient matrix corresponding to the current flight state based on the main rotor adjustment amount matrix and the second vibration change amount matrix; determining the tail rotor influence coefficient matrix corresponding to the current flight state based on the tail rotor adjustment amount matrix and the third vibration change amount matrix.

[0010] Optionally, the determining the first rotor adjustment matrix according to the flight state, the vibration channel coefficient, the vibration proportionality coefficient, the vibration value matrix and the influence coefficient matrix corresponding to the aircraft comprises: determining a fourth vibration change matrix according to the vibration value matrix and the preset vibration proportionality coefficient; and determining the first rotor adjustment matrix according to the flight state, the vibration channel coefficient, the fourth vibration change matrix and the influence coefficient matrix.

[0011] Optionally, the flight state comprises a ground small-pitch state, a hovering state, a first level flight state and a second level flight state; wherein the speed of the first level flight state is less than the speed of the second level flight state.

[0012] In a second aspect, an embodiment of the present application provides a rotor adjustment system based on vibration analysis, comprising: a first module configured to, when an aircraft is in a stable flight state, acquire vibration values corresponding to a plurality of vibration channels of a fuselage of the aircraft, and determine a vibration value matrix according to the vibration values; a second module configured to determine a first rotor adjustment matrix according to the flight state, a vibration channel coefficient, a vibration proportionality coefficient, the vibration value matrix and an influence coefficient matrix corresponding to the aircraft; and a third module configured to adjust a rotor of the aircraft according to the first rotor adjustment matrix, so as to reduce the vibration values.

[0013] In a third aspect, an embodiment of the present application provides a device, comprising: at least one processor; at least one memory configured to store at least one program; and when the at least one program is executed by the at least one processor, the at least one processor is caused to implement the rotor adjustment method based on vibration analysis according to the first aspect.

[0014] In a fourth aspect, an embodiment of the present application provides a computer storage medium, wherein a program executable by a processor is stored, and the program executable by the processor is used to implement the rotor adjustment method based on vibration analysis according to the first aspect when executed by the processor.

[0015] The beneficial effects of the embodiments of the present application are as follows: in the rotor adjustment method provided in the present application, when the aircraft is in a stable flight state, vibration values corresponding to multiple vibration channels of the aircraft fuselage are obtained, and a vibration value matrix is determined according to the vibration values; then, according to the flight state, the vibration channel coefficient, the vibration proportionality coefficient, the vibration value matrix and the influence coefficient matrix corresponding to the aircraft, a first rotor adjustment amount matrix is determined; finally, the rotor of the aircraft is adjusted according to the first rotor adjustment amount matrix, so as to reduce the vibration value. The rotor adjustment method provided in the embodiments of the present application does not need additional equipment to measure the rotor cone, which helps to reduce the weight of the aircraft and save equipment cost; in addition, since the rotor adjustment method provided in the present application is to detect the vibration of the fuselage, and then adjust the rotor according to the vibration, and finally achieve the effect of reducing vibration, the repeated operation caused by the mutual influence of the rotor cone and dynamic balance adjustment in the related art can be avoided, and the complexity of rotor adjustment is reduced. BRIEF DESCRIPTION OF DRAWINGS

[0016] The accompanying drawings are used to provide a further understanding of the technical solutions of the present application, and constitute a part of the specification, and are used to explain the technical solutions of the embodiments of the present application together with the embodiments of the present application, and do not constitute a limitation on the technical solutions of the present application.

[0017] Figure 1 The step flow chart of the rotor adjustment method based on vibration analysis provided in the embodiments of the present application is shown in the following figure:

[0018] Figure 2 The step flow chart of the determination of the influence coefficient matrix provided in the embodiments of the present application is shown in the following figure:

[0019] Figure 3 The schematic diagram of the helicopter provided in the embodiments of the present application is shown in the following figure:

[0020] Figure 4 The schematic diagram of the rotor adjustment system based on vibration analysis provided in the embodiments of the present application is shown in the following figure:

[0021] Figure 5 The schematic diagram of the device provided in the embodiments of the present application is shown in the following figure. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solutions and advantages of the present application more clear, the present application is further described in detail below in combination with the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and do not limit the present application.

[0023] It should be noted that although the functional modules are divided in the system schematic diagram, and the logical sequence is shown in the flowchart, in some cases, the steps shown or described can be performed in a manner different from the module division in the system or the sequence in the flowchart. The terms "first", "second", and the like in the specification and claims and the above-described drawings are used to distinguish similar objects, and do not necessarily describe a specific order or sequence.

[0024] During the operation of the rotor system of the helicopter, the blades will vibrate due to the rotor mass imbalance and aerodynamic imbalance. Under the condition of stable speed, if the rotor mass is unbalanced, the centrifugal forces acting on each blade of the aircraft will be different, and a centrifugal resultant force will be generated at the center of the rotor, resulting in horizontal vibration of the rotor. Under the condition of stable total pitch and speed, if the blades have different aerodynamic loads (that is, aerodynamic imbalance), the trajectories of the blade tips will be different, resulting in unbalanced moments, and then vertical vibration of the rotor. Since the helicopter mainly relies on high-speed rotation of the rotor to provide lift, the vibrating blades will pose a safety threat to the helicopter, and continuous vibration may cause fatigue fracture of the helicopter components, thereby affecting the service life of the helicopter. Therefore, achieving dynamic balance adjustment of the rotor components and controlling the amplitude of vibration are important prerequisites for ensuring reliable operation of the helicopter.

[0025] In the related art, to achieve rotor adjustment, the vertical vibration and horizontal vibration caused by the rotor need to be reduced by adjusting the rotor cone and unbalanced mass, so the rotor cone needs to be measured and dynamic balance needs to be achieved. Generally, techniques such as the pole method and the photographic method are used to measure the rotor cone, and these methods require large human cost and hardware equipment cost, and are easily affected by external environments such as rain and snow. In addition, in the related art, trial weight method is used for dynamic balance, but generally only the first-order vibration is concerned. Moreover, because the rotor cone and dynamic balance are generally performed in sequence, but the cone and vibration may affect each other, a good cone does not necessarily effectively reduce the rotor vibration level, and rotor adjustment to reduce vibration may also lead to a poor cone balance, so repeated adjustment may be needed during the dynamic balance process, resulting in a relatively slow rotor adjustment process.

[0026] Based on this, the embodiment of the present application proposes a rotor adjustment method, system, device and storage medium based on vibration analysis. In the rotor adjustment method proposed in the present application, when the aircraft is in a stable flight state, the vibration values corresponding to the multiple vibration channels of the aircraft fuselage are obtained, and the vibration value matrix is determined according to the vibration values. Then, according to the flight state, the vibration channel coefficient, the vibration proportion coefficient, the vibration value matrix and the influence coefficient matrix corresponding to the aircraft, the first rotor adjustment amount matrix is determined. Finally, according to the first rotor adjustment amount matrix, the rotor of the aircraft is adjusted to reduce the vibration value. The rotor adjustment method provided by the embodiment of the present application does not need additional equipment to measure the rotor cone, which helps to reduce the weight of the aircraft and save equipment cost. In addition, since the rotor adjustment method proposed in the present application is to detect the vibration of the fuselage, and then determine the adjustment of the rotor according to the vibration, and finally achieve the effect of vibration reduction, it can avoid the repeated operation caused by the mutual influence of the rotor cone and the dynamic balance adjustment in the related art, and reduce the complexity of the rotor adjustment.

[0027] The embodiment of the present application will be further described below with reference to the accompanying drawings.

[0028] Reference Figure 1 , Figure 1 The step flow chart of the rotor adjustment method based on vibration analysis provided by the embodiment of the present application is shown in the following table:

[0029] S100, when the aircraft is in a stable flight state, the vibration values corresponding to the multiple vibration channels of the aircraft fuselage are obtained, and the vibration value matrix is determined according to the vibration values;

[0030] Specifically, as mentioned in the above content, in different flight states, the rotor mass imbalance and aerodynamic imbalance occurring in the rotor of the rotorcraft will cause continuous vibration of each part of the aircraft, which will pose a certain safety threat to the flight of the aircraft. Therefore, in this step, the embodiment of the present application collects the vibration of the aircraft in different flight states through the multiple vibration channels arranged at different positions of the fuselage, and determines the vibration value matrix according to the vibration values collected by the multiple vibration channels. It can be understood that each vibration channel can correspond to several vibration sensors, and the vibration value matrix is determined according to the vibration values measured by the vibration sensors.

[0031] It should be noted that in the related art, when adjusting the rotor, only the 1st order vibration in the horizontal direction of the upper end surface of the main rotor is generally concerned. In fact, the low-frequency vibration (such as 2nd order vibration) caused by other rotors will also cause fatigue damage of the fuselage to some extent, and the vibration inside the cabin will also make the pilot feel uncomfortable and affect the flight safety. Therefore, when collecting the vibration values, the embodiment of the present application will consider the 1st order vibration and the 2nd order low-frequency vibration, and also collect the vibration inside the cabin, so as to effectively suppress various vibrations.

[0032] It can be understood that when the aircraft is in a stable flight state, the vibration value collected through the vibration channel can more accurately reflect the vibration of the fuselage, and therefore, the vibration value measurement and the rotor adjustment need to be performed when the aircraft is in a stable flight state.

[0033] In the embodiment of the present application, the flight state of the aircraft includes; wherein the speed of the first level flight state is less than the speed of the second level flight state, that is, the first level flight state is low-speed level flight, and the second level flight state is high-speed level flight. It can be understood that the influence of the rotor adjustment amount on the fuselage vibration will also be different under different flight states, and therefore the embodiment of the present application needs to determine the specific rotor adjustment amount according to the flight state.

[0034] S110, determining a first rotor adjustment amount matrix according to the flight state, the vibration channel coefficient, the vibration proportion coefficient, the vibration value matrix and the influence coefficient matrix corresponding to the aircraft;

[0035] Specifically, it is mentioned in the above content that the vibration channel arranged in the plurality of regions of the aircraft can collect 1st order vibration, 2nd order vibration and cabin internal vibration caused by blade rotation. Since the vibration reduction effect of rotor adjustment on different types of vibration is different, the user can pre-set the vibration channel coefficient, which reflects the user's requirement for the vibration reduction effect of different vibration channels. For example, the user pays more attention to the vibration reduction effect of 1st order vibration, and can set the vibration channel coefficient of the vibration channel related to 1st order vibration to be larger, and the vibration channel coefficients corresponding to the remaining vibration channels are smaller. Then, in generating the first rotor adjustment amount matrix, the specific adjustment amount of different adjustment components can be determined by referring to the vibration channel coefficient.

[0036] In the embodiment of the present application, the vibration proportion coefficient refers to the weight of the different order vibration values measured by the vibration channel before and after the rotor adjustment, that is, the user can determine to what extent the current vibration needs to be reduced by setting the vibration proportion coefficient. Therefore, according to the vibration value matrix of the aircraft obtained in step S100 and the vibration proportion coefficient, the vibration value after the rotor adjustment can be calculated, and according to the current vibration value matrix of the aircraft and the vibration value after the rotor adjustment, the change amount of vibration is determined, which is called the fourth vibration change amount matrix in the embodiment of the present application.

[0037] In addition, it is mentioned in the foregoing that the influence of the adjustment amount of the rotor on the vibration of the fuselage varies in different flight states, and therefore, according to the current flight state of the aircraft, a corresponding influence coefficient matrix can be determined. In the embodiment of the present application, the influence coefficient matrix is used to represent the influence of the adjustment amount of various adjustment components on the vibration of the fuselage, that is, according to the current flight state, a corresponding influence coefficient matrix can be determined.

[0038] According to the foregoing, it can be determined that when the various adjustment components on the rotor are adjusted (such as adjusting the small pull rod to adjust the rotor cone in the related art, and adjusting the counterweight to perform dynamic balancing), the vibration conditions at various positions of the fuselage will change. Therefore, in the rotor adjustment method based on vibration analysis in the embodiment of the present application, a mapping relationship between the rotor adjustment amount (the rotor adjustment amount refers to the adjustment amount of different adjustment components on the blade) and the vibration of the fuselage is established, so as to determine the influence coefficient of the rotor adjustment amount on the vibration of the fuselage. Therefore, in the embodiment of the present application, the model relationship between the change amount of the vibration of the fuselage (that is, the fourth vibration change amount matrix), the influence coefficient matrix, and the rotor adjustment amount (the first rotor adjustment amount matrix) can be represented by the following formula:

[0039] ΔV=CΔA

[0040] Wherein, ΔV represents the change amount of the vibration of the fuselage (the fourth vibration change amount matrix), ΔA represents the rotor adjustment amount (the first rotor adjustment amount matrix), and C represents the influence coefficient matrix in different flight states. It can be understood that when the influence coefficient matrix and the fourth vibration change amount matrix are determined, the first rotor adjustment amount matrix can be solved, and this solving problem is an overdetermined equation group, which can be optimized to solve the first rotor adjustment amount matrix by the least square method.

[0041] It can be understood that in the same flight state, the influence coefficient matrix of the same aircraft should not change, and therefore, the influence coefficient matrix can be constructed and solved in the process of flight test of the aircraft, and when the aircraft is formally flown, the first rotor adjustment amount matrix can be calculated according to the flight state, the vibration channel coefficient, the fourth vibration change amount matrix, and the influence coefficient matrix, that is, it is determined that which adjustment component of the rotor needs to be adjusted and the corresponding adjustment amount.

[0042] S120, adjusting the rotor of the aircraft according to the first rotor adjustment amount matrix, so as to reduce the vibration value;

[0043] Specifically, by step S110, the first rotor adjustment amount matrix required for vibration reduction of the aircraft is determined, the aircraft can be automatically adjusted according to the first rotor adjustment amount matrix; or the specific adjustment parameters can be displayed on the operation interface of the pilot for reference and corresponding operation, so that the vibration values of the aircraft at each part of the fuselage can be reduced to the ideal range after the rotor adjustment is completed.

[0044] It can be understood that in the related art, the rotor cone and dynamic balance are adjusted for the purpose of achieving vibration reduction of the fuselage, and the embodiment of the present application does not adjust the cone or perform dynamic balance alone, but achieves vibration reduction through vibration and the influence coefficient obtained by pre-test. Therefore, the process of obtaining the first rotor adjustment amount matrix according to the fourth vibration change amount matrix and the influence coefficient matrix is actually a process of seeking the best rotor adjustment parameter combination for effective vibration reduction of the fuselage. Therefore, the rotor adjustment method based on vibration analysis provided by the embodiment of the present application can avoid repeated adjustment caused by mutual influence between the rotor cone and dynamic balance, and effectively improve the efficiency of vibration reduction.

[0045] Through steps S100-S120, the embodiment of the present application provides a rotor adjustment method based on vibration analysis. When the aircraft is in a stable flight state, the vibration values corresponding to multiple vibration channels of the aircraft fuselage are obtained, and a vibration value matrix is determined according to the vibration values. Then, according to the flight state, the vibration channel coefficient, the vibration proportion coefficient, the vibration value matrix and the influence coefficient matrix corresponding to the aircraft, a first rotor adjustment amount matrix is determined. Finally, the rotor of the aircraft is adjusted according to the first rotor adjustment amount matrix, so that the vibration value is reduced. The rotor adjustment method provided by the embodiment of the present application does not need additional equipment to measure the rotor cone, can avoid the influence of rain and snow weather on the measurement of the cone, and helps to reduce the weight of the aircraft and save equipment cost. In addition, since the rotor adjustment method proposed in the present application is to detect the vibration of the fuselage, and then adjust the rotor according to the vibration to finally achieve the effect of vibration reduction, the repeated operation caused by the mutual influence between the rotor cone and dynamic balance in the related art can be avoided, and the complexity of rotor adjustment is reduced.

[0046] It is mentioned above that the influence coefficient matrix of the same aircraft should not change under the same flight state, so the influence coefficient matrix can be constructed and solved during the test flight of the aircraft. The step of determining the influence coefficient matrix in the embodiment of the present application is described below in combination with Figure 2 .

[0047] Referring to Figure 2 , Figure 2The step flow chart for determining the influence coefficient matrix provided in the embodiments of the present application includes but is not limited to steps S200-S220:

[0048] S200, in the process of flight test of the aircraft, different adjusting components in the rotor are adjusted respectively to determine a second rotor adjustment amount matrix;

[0049] Specifically, it is also mentioned in the above content that there are various adjusting components in the rotor, and by adjusting these adjusting components, purposes such as balancing the rotor mass, adjusting the rotor cone, etc. can be achieved. In this step, different adjusting components in the rotor are adjusted respectively, so as to determine the influence of different adjusting components on the vibration of the aircraft body.

[0050] Generally speaking, the rotor of the aircraft includes a main rotor and a tail rotor. Referring to Figure 3 , Figure 3 The schematic diagram of the helicopter provided in the embodiments of the present application is shown in Figure 3 , the number of blades of the main rotor is related to the model of the helicopter; and the tail rotor of the helicopter is represented by reference numeral 320. In the main rotor, the adjusting components that can be adjusted include a first balance weight 311, a small pull rod 312 and a trailing edge adjustment piece 313, and in the tail rotor, the adjusting components include a second balance weight 321. A plurality of adjusting components as shown in Figure 3 are adjusted respectively, and after sorting and recording, a second rotor adjustment amount matrix is determined.

[0051] On the main rotor and the tail rotor of the aircraft rotor, adjusting components are respectively arranged, and it can be understood that the adjusting components at different positions have different influences on the vibration of different positions of the aircraft body. For example, the adjusting components on the main rotor mainly affect the vibration of the fuselage, and the adjusting components on the tail rotor mainly affect the vibration of the vertical tail part, so in order to simplify the rotor adjustment amount matrix, in some embodiments, the second rotor adjustment amount matrix can be divided into a main rotor adjustment amount matrix and a tail rotor adjustment amount matrix, that is, in the process of flight test of the aircraft, the balance weight, the small pull rod and the trailing edge adjustment piece in the main rotor are adjusted respectively to generate the main rotor adjustment amount matrix; similarly, after the adjustment of the adjusting components in the main rotor is completed, the balance weight in the tail rotor is adjusted to determine the tail rotor adjustment amount matrix. After obtaining the adjustment amount matrices corresponding to the main rotor and the tail rotor of the rotor, the influence coefficient matrices corresponding to the main rotor and the tail rotor can be determined according to the vibration change of the corresponding position.

[0052] S210, according to the change of the vibration values of the vibration channels before and after adjusting the adjusting components, a first vibration change amount matrix is determined;

[0053] Specifically, after step S200, the vibration of the fuselage will change due to the adjustment of the rotor, so the vibration values of the fuselage are obtained through the vibration channel before and after the adjustment of the rotor, and then the first vibration change matrix of the fuselage can be determined. According to the second rotor adjustment matrix of step S200 and the first vibration change matrix of this step, the mapping relationship between the rotor adjustment and the vibration change of the fuselage can be determined, that is, the influence coefficient matrix is determined.

[0054] As mentioned above, the adjustment components arranged at different positions have different vibration reduction effects on different parts of the fuselage, so the vibration channel can be divided into a first vibration channel and a second vibration channel corresponding to the main rotor and the tail rotor. The first vibration channel is arranged at the position of the floor of the pilot seat and the middle part of the fuselage, that is, the position where the vibration changes greatly when the main rotor is adjusted. The second vibration channel is arranged at the position of the vertical tail and the tail rotor, that is, the position where the vibration changes greatly when the tail rotor is adjusted.

[0055] Therefore, the vibration change measured by the first vibration channel before and after the adjustment of the main rotor is represented as a second vibration change matrix, and the second vibration change matrix is determined according to the change of the vibration values corresponding to the first vibration channel before and after the adjustment. Similarly, the vibration change measured by the second vibration channel before and after the adjustment of the tail rotor is represented as a third vibration change matrix, that is, the third vibration change matrix is determined according to the change of the vibration values corresponding to the second vibration channel before and after the adjustment.

[0056] S220, determining the influence coefficient matrix corresponding to the current flight state according to the rotor adjustment matrix and the first vibration change matrix;

[0057] Specifically, as mentioned above, there is a certain mapping relationship between the vibration change of the fuselage and the rotor adjustment under the same flight state, which can be represented by the influence coefficient matrix, so the influence coefficient matrix under different flight states can be constructed according to the model relationship ΔV=CΔA (ΔV represents the vibration change of the fuselage, ΔA represents the rotor adjustment, and C represents the influence coefficient matrix under different flight states).

[0058] According to the above, the adjustment components arranged at different positions have different vibration reduction effects on different parts of the fuselage, so the influence coefficient matrix can be divided into a main rotor adjustment matrix and a tail rotor adjustment matrix corresponding to the main rotor and the tail rotor. According to the above main rotor adjustment matrix and the second vibration change matrix, the main rotor influence coefficient matrix corresponding to the current flight state is determined. Similarly, according to the above tail rotor adjustment matrix and the third vibration change matrix, the tail rotor influence coefficient matrix corresponding to the current flight state is determined.

[0059] The implementation process of determining the influence coefficient matrix is described in steps S200-S220. It can be understood that the influence coefficient matrix including the main rotor influence coefficient matrix and the tail rotor influence coefficient matrix is determined in the process of aircraft flight test, and then when the aircraft is in a stable flight state, the vibration values corresponding to the multiple vibration channels of the aircraft fuselage are obtained, and the vibration value matrix is determined according to the vibration values; then the first rotor adjustment amount matrix is determined according to the flight state, the vibration channel coefficient, the vibration proportion coefficient, the vibration value matrix and the influence coefficient matrix calculated in advance; finally, the rotor of the aircraft is adjusted according to the first rotor adjustment amount matrix, so as to reduce the vibration value. The rotor adjustment method provided in the embodiment of the application does not need additional equipment to measure the rotor cone, which helps to reduce the weight of the aircraft and save equipment cost; in addition, since the rotor adjustment method provided in the application is to detect the vibration of the fuselage, and then adjust the rotor according to the vibration, and finally achieve the effect of reducing vibration, the repeated operation caused by the mutual influence of the rotor cone and the dynamic balance in the related art can be avoided, and the complexity of the rotor adjustment is reduced.

[0060] With reference to Figure 4 , Figure 4 The schematic diagram of the rotor adjustment system based on vibration analysis provided in the embodiment of the application is shown, and the system 400 includes but is not limited to a first module 410, a second module 420 and a third module 430. The first module is used to obtain the vibration values corresponding to the multiple vibration channels of the aircraft fuselage when the aircraft is in a stable flight state, and determine the vibration value matrix according to the vibration values; the second module is used to determine the first rotor adjustment amount matrix according to the flight state, the vibration channel coefficient, the vibration proportion coefficient, the vibration value matrix and the influence coefficient matrix corresponding to the aircraft; and the third module is used to adjust the rotor of the aircraft according to the first rotor adjustment amount matrix, so as to reduce the vibration value.

[0061] With reference to Figure 5 , Figure 5 The schematic diagram of the device provided in the embodiment of the application is shown, and the device 500 includes at least one processor 510 and at least one memory 520 for storing at least one program. Figure 5 In the embodiment, a processor and a memory are taken as an example.

[0062] The processor and the memory can be connected through a bus or other means, Figure 5 In the embodiment, the connection through the bus is taken as an example.

[0063] The memory, as a non-transitory computer readable storage medium, can be used to store non-transitory software programs and non-transitory computer executable programs. In addition, the memory can include high-speed random access memory, and can also include non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid-state memory device. In some embodiments, the memory can optionally include a memory that is remotely arranged relative to the processor, and these remote memories can be connected to the device through a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0064] Another embodiment of the present application also provides a device which can be used to execute the control method in any of the above embodiments, for example, to execute the method steps described above in the method of the above embodiment. Figure 1

[0065] The device embodiments described above are only illustrative, and units described as separate components can or can not be physically separated, that is, they can be located in one place, or they can be distributed to multiple network units. According to actual needs, part or all of the modules can be selected to achieve the purpose of the present embodiment.

[0066] The embodiments of the present application also disclose a computer storage medium, wherein a processor executable program is stored, and the processor executable program is used to implement the method proposed by the present application when executed by a processor.

[0067] ​As will be appreciated by one of ordinary skill in the art, all or some of the steps, systems, and techniques disclosed herein can be embodied in software, firmware, hardware, and / or suitable combination thereof. Some or all of the physical components can be implemented as software executed by a processor, such as a central processing unit, a digital signal processor, or a micro-processing unit, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on computer readable media, which can comprise computer storage media (or non-transitory media), and communication media (or transitory media). As is well known to those of ordinary skill in the art, the term computer storage media includes both volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can be accessed by a computer. Further, as is well known to those of ordinary skill in the art, communication media typically embodies computer readable instructions, data structures, program modules, or other data in a modulated data signal, such as a carrier wave or other transport mechanism, and includes any information delivery media.

[0068] The above description is that of the preferred embodiments of the present application. Various equivalents substitutions and modifications can be conceived by those skilled in the art without departing from the spirit of the present application, and these equivalents substitutions and modifications are included in the scope of the claims.

Claims

1. A rotor adjustment method based on vibration analysis, characterized in that: include: When the aircraft is in a stable flight state, obtaining vibration values ​​corresponding to multiple vibration channels of the aircraft fuselage, and determining a vibration value matrix based on the vibration values; A first rotor adjustment matrix is ​​determined based on the flight state, the vibration channel coefficient, the vibration weight coefficient, the vibration value matrix, and the influence coefficient matrix corresponding to the aircraft; the vibration channels set in multiple regions of the aircraft can collect first-order vibration, second-order vibration, and cabin internal vibration caused by blade rotation; the vibration channel coefficient is used to represent the user's requirements for the vibration reduction effect of different vibration channels set in multiple regions of the aircraft; the vibration weight coefficient is used to represent the weights of different-order vibration values ​​measured by the vibration channel before and after the rotor adjustment; and the influence coefficient matrix is ​​used to represent the influence of the adjustment amounts of various adjustment components on the rotor on the vibration of the fuselage; The rotor of the aircraft is adjusted according to the first rotor adjustment matrix to reduce the vibration value.

2. The rotor adjustment method based on vibration analysis according to claim 1, characterized in that: The method further includes the step of determining the influence coefficient matrix, which specifically includes: During the test flight of the aircraft, different adjustment components in the rotor are adjusted respectively to determine a second rotor adjustment matrix; determining a first vibration variation matrix according to changes in the vibration values ​​corresponding to the vibration channels before and after adjusting the adjustment component; The influence coefficient matrix corresponding to the current flight state is determined based on the second rotor adjustment amount matrix and the first vibration change amount matrix.

3. The rotor adjustment method based on vibration analysis according to claim 2, characterized in that: The rotor includes a main rotor and a tail rotor, the adjustment components include a first counterweight, a small pull rod, a trailing edge adjustment plate in the main rotor, and a second counterweight in the tail rotor, the second rotor adjustment amount matrix includes a main rotor adjustment amount matrix and a tail rotor adjustment amount matrix, and during the test flight of the aircraft, different adjustment components in the rotor are adjusted respectively to determine the second rotor adjustment amount matrix, including: During a test flight of the aircraft, the first counterweight, the small pull rod, and the trailing edge adjustment plate in the main rotor are adjusted respectively to determine the main rotor adjustment amount matrix; After completing the adjustment of the adjustment component in the main rotor, the second counterweight in the tail rotor is adjusted to determine the tail rotor adjustment amount matrix.

4. The rotor adjustment method based on vibration analysis according to claim 3, characterized in that: The vibration channel includes a first vibration channel and a second vibration channel; the first vibration channel is provided at the cockpit floor and the middle of the fuselage, and the second vibration channel is provided at the vertical tail position and the tail rotor; the first vibration variation matrix includes a second vibration variation matrix and a third vibration variation matrix; and determining the first vibration variation matrix based on changes in the vibration values ​​corresponding to the vibration channels before and after adjusting the adjustment component includes: A second vibration variation matrix is ​​determined based on the change in the vibration value corresponding to the first vibration channel before and after adjustment, and a third vibration variation matrix is ​​determined based on the change in the vibration value corresponding to the second vibration channel before and after adjustment.

5. The rotor adjustment method based on vibration analysis according to claim 4, characterized in that: The influence coefficient matrix includes a main rotor influence coefficient matrix and a tail rotor influence coefficient matrix. Determining the influence coefficient matrix corresponding to the current flight state according to the rotor adjustment amount matrix and the first vibration change amount matrix includes: Determining the main propeller influence coefficient matrix corresponding to the current flight state according to the main propeller adjustment amount matrix and the second vibration change amount matrix; The tail rotor influence coefficient matrix corresponding to the current flight state is determined according to the tail rotor adjustment amount matrix and the third vibration change amount matrix.

6. The rotor adjustment method based on vibration analysis according to any one of claims 2 to 5, characterized in that: The determining of the first rotor adjustment amount matrix according to the flight state, the vibration channel coefficient, the vibration weight coefficient, the vibration value matrix, and the influence coefficient matrix corresponding to the aircraft includes: Determining a fourth vibration variation matrix according to the vibration value matrix and the preset vibration weight coefficient; The first rotor adjustment matrix is ​​determined according to the flight state, the vibration channel coefficient, the fourth vibration change matrix and the influence coefficient matrix.

7. The rotor adjustment method based on vibration analysis according to claim 1, characterized in that: The flight states include a ground low-pitch state, a hovering state, a first level flight state, and a second level flight state; wherein the speed of the first level flight state is lower than the speed of the second level flight state.

8. A rotor adjustment system based on vibration analysis, characterized in that: include: The first module is configured to obtain vibration values ​​corresponding to multiple vibration channels of the aircraft fuselage when the aircraft is in a stable flight state, and determine a vibration value matrix based on the vibration values; The second module is configured to determine a first rotor adjustment matrix based on the flight state, the vibration channel coefficient, the vibration weight coefficient, the vibration value matrix, and the influence coefficient matrix corresponding to the aircraft; the vibration channels provided in multiple regions of the aircraft can collect first-order vibration, second-order vibration, and cabin internal vibration caused by blade rotation; the vibration channel coefficient is used to represent a user's requirements for the vibration reduction effect of different vibration channels provided in multiple regions of the aircraft; the vibration weight coefficient is used to represent the weights of different-order vibration values ​​measured by the vibration channels before and after rotor adjustment; and the influence coefficient matrix is ​​used to represent the influence of the adjustment amounts of various adjustment components on the rotor on the vibration of the fuselage; The third module is used to adjust the rotor of the aircraft according to the first rotor adjustment amount matrix to reduce the vibration value.

9. A rotor adjustment device based on vibration analysis, characterized in that: include: at least one processor; at least one memory for storing at least one program; When the at least one program is executed by the at least one processor, the at least one processor implements the rotor adjustment method based on vibration analysis according to any one of claims 1 to 7.

10. A computer storage medium storing a program executable by a processor, characterized in that: The program executable by the processor is used to implement the rotor adjustment method based on vibration analysis according to any one of claims 1 to 7 when executed by the processor.

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