Aircraft multidisciplinary integrated performance evaluation analysis method, system, device and medium

Abstract

The application provides a kind of aircraft multidisciplinary comprehensive performance evaluation analysis method, system, equipment and medium, wherein, method includes according to aircraft overall parameter, aerodynamic characteristic index, through engineering calculation and CFD calculation, full flight trajectory aerodynamic characteristic and the aerodynamic performance evaluation of typical state point;Based on the characteristics of aerodynamic data, the comprehensive evaluation of aircraft control stability characteristics is carried out from stability characteristics, trimming characteristics, control characteristics, dynamic stability characteristics and coupling stability;Based on the head radius of aircraft, wing leading edge radius and material properties, the comprehensive evaluation of thermal protection performance is carried out from the stagnation point heat flow, maximum ablation amount and wing leading edge ablation amount;The results of aerodynamic performance evaluation, comprehensive evaluation of control stability characteristics and comprehensive evaluation of thermal protection performance are weighted and evaluated, and the comprehensive evaluation results are given.

Description

Technical Field

[0001] This document relates to the field of aircraft performance evaluation technology, and in particular to a method, system, equipment and medium for multidisciplinary comprehensive performance evaluation and analysis of aircraft. Background Technology

[0002] During the development of an aircraft, it is necessary to evaluate its performance in various aspects. In the future, new aircraft will face a complex near-space flight environment. After the overall design of the aircraft is completed, it is necessary to evaluate its comprehensive performance in the complex flight environment in advance.

[0003] Currently, there is no domestic evaluation method for assessing the environmental adaptability of aircraft from the aspects of aerodynamic performance, flight mechanics performance, aerodynamic and thermal performance, and thermal protection performance. In view of this, there is an urgent need to provide a research method for comprehensively evaluating the aerodynamic performance, flight performance, and thermal protection performance of aircraft in complex flight environments, based on the technical characteristics of the aircraft, during the design phase of future advanced aircraft programs. Summary of the Invention

[0004] This specification provides one or more embodiments of a method for multidisciplinary integrated performance evaluation and analysis of an aircraft, including the following steps:

[0005] Based on the overall parameters and aerodynamic characteristics of the aircraft, the aerodynamic characteristics of the entire flight trajectory and the aerodynamic performance at typical state points are evaluated through engineering calculations and CFD calculations.

[0006] Based on the characteristics of aerodynamic data, the handling and stability characteristics of the aircraft are comprehensively evaluated from the perspectives of stability characteristics, trim characteristics, handling characteristics, dynamic stability characteristics, and coupled stability.

[0007] Based on the aircraft's nose radius, wing leading edge radius, and material properties, the thermal protection performance is comprehensively evaluated from stagnation heat flux, maximum ablation, and wing leading edge ablation.

[0008] The results of aerodynamic performance evaluation, handling stability characteristic comprehensive evaluation, and thermal protection performance comprehensive evaluation are weighted and evaluated to give a comprehensive evaluation result.

[0009] This specification provides one or more embodiments of an aircraft multidisciplinary integrated performance evaluation and analysis system, including:

[0010] Parameter acquisition module: used to acquire the overall parameters of the aircraft to be evaluated and representative state points of the flight trajectory to be evaluated;

[0011] Aerodynamic performance evaluation module: used to evaluate the aerodynamic performance of the entire flight trajectory and typical state points based on the overall parameters and aerodynamic characteristic indicators of the aircraft through engineering calculations and CFD calculations.

[0012] Comprehensive evaluation module for handling and stability characteristics: Based on aerodynamic data characteristics, it comprehensively evaluates the handling and stability characteristics of an aircraft from the perspectives of stability characteristics, trim characteristics, handling characteristics, dynamic stability and coupling stability.

[0013] Thermal protection performance comprehensive evaluation module: Used to comprehensively evaluate thermal protection performance based on aircraft nose radius, wing leading edge radius and material properties, from stagnation heat flux, maximum ablation and wing leading edge ablation.

[0014] Weighted evaluation module: Used to perform a weighted evaluation of the results of aerodynamic performance evaluation, handling and stability characteristic comprehensive evaluation, and thermal protection performance comprehensive evaluation, and give a comprehensive evaluation result.

[0015] This specification provides one or more embodiments of a computer device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the aforementioned method for multidisciplinary comprehensive performance evaluation and analysis of an aircraft.

[0016] This specification provides one or more embodiments of a computer-readable storage medium storing a computer program that, when executed by a processor, implements the aforementioned method for multidisciplinary comprehensive performance evaluation and analysis of an aircraft.

[0017] This invention employs a classification and rating method to evaluate aircraft performance, dividing environmental adaptability into three main parts: aerodynamic performance, flight mechanics performance, and aerodynamic-thermal and thermal protection performance. Performance calculations are performed on each component, and after the sub-item performance calculations are completed, the components are classified, graded, and scored. Compared to traditional methods, this approach better integrates the performance evaluation results from aerodynamics, aerodynamics, and flight mechanics, establishing a comprehensive performance evaluation method for future advanced aircraft. This method is better suited for the overall design, performance analysis, and testing and certification of advanced aircraft. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in one or more embodiments of this specification or in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A flowchart illustrating a multidisciplinary integrated performance evaluation and analysis method for an aircraft, provided for one or more embodiments of this specification;

[0020] Figure 2A framework diagram of a multidisciplinary integrated performance evaluation index system for an aircraft is provided for one or more embodiments of this specification;

[0021] Figure 3 The dynamic divergence parameters m of different yaws in the full speed range of a high-speed aircraft provided in one or more embodiments of this specification are as follows: y β _dyn A comparison chart of the assessment and prediction results below;

[0022] Figure 4 A comparison chart of evaluation and prediction results for a high-speed aircraft under different control yaw divergence parameters LCDP in the full speed range, provided in one or more embodiments of this specification.

[0023] Figure 5 A schematic diagram illustrating the heat flow assessment results of a typical part of a high-speed aircraft provided for one or more embodiments of this specification;

[0024] Figure 6 A schematic diagram of temperature field evaluation results for a typical part of a high-speed aircraft provided for one or more embodiments of this specification;

[0025] Figure 7 A schematic block diagram of a multidisciplinary integrated performance evaluation and analysis system for an aircraft, provided for one or more embodiments of this specification;

[0026] Figure 8 This is a schematic diagram of the structure of a computer device provided for one or more embodiments of this specification. Detailed Implementation

[0027] To enable those skilled in the art to better understand the technical solutions in one or more embodiments of this specification, the technical solutions in one or more embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this specification, and not all of the embodiments. Based on one or more embodiments of this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this document.

[0028] The present invention will now be described in detail with reference to specific embodiments and accompanying drawings.

[0029] Method Implementation Examples

[0030] According to embodiments of the present invention, a method for multidisciplinary comprehensive performance evaluation and analysis of aircraft is provided, such as... Figure 1The diagram shown is a flowchart of a multidisciplinary comprehensive performance evaluation and analysis method for aircraft provided in this embodiment. The multidisciplinary comprehensive performance evaluation and analysis method for aircraft according to this embodiment includes:

[0031] Step S101: Based on the overall parameters and aerodynamic characteristics of the aircraft, evaluate the aerodynamic characteristics of the entire flight trajectory and the aerodynamic performance at typical state points through engineering calculations and CFD calculations.

[0032] Step S102: Based on the characteristics of aerodynamic data, comprehensively evaluate the handling and stability characteristics of the aircraft from the perspectives of static stability characteristics, dynamic stability characteristics, coupling stability, trim characteristics, and control characteristics.

[0033] Step S103: Based on the aircraft's nose radius, wing leading edge radius, and material properties, comprehensively evaluate the thermal protection performance from the perspectives of stagnation heat flux, maximum ablation, and wing leading edge ablation.

[0034] Step S104: Perform a weighted evaluation on the results of aerodynamic performance evaluation, handling stability characteristic comprehensive evaluation, and thermal protection performance comprehensive evaluation, and give the comprehensive evaluation result.

[0035] In some embodiments, such as Figure 2 The diagram shown is a framework diagram of the multidisciplinary comprehensive performance evaluation index system for aircraft provided in this embodiment. Step S101 evaluates the aerodynamic characteristics of the entire flight trajectory and the aerodynamic performance at typical state points based on the overall parameters and aerodynamic characteristic indexes of the aircraft through engineering calculations and CFD calculations. Among them, the overall parameters of the aircraft are mass, moment of inertia, reference area and reference length.

[0036] Aerodynamic performance indicators used to evaluate aerodynamic performance include parameters such as lift coefficient and lift-to-drag ratio;

[0037] In this embodiment, a basic aerodynamic characteristic assessment along the trajectory is conducted. The basic aerodynamic characteristic assessment methods include engineering estimation methods, conventional CFD assessment calculation methods, and high-precision assessment methods that consider the high-altitude, high-speed flight characteristics of near-space vehicles, such as low-density effects, real gas effects, and transition. Using the aerodynamic shape parameters and overall parameters of the vehicle as aerodynamic characteristic calculation parameters, aerodynamic characteristics assessments are carried out for the entire flight trajectory and for typical state points to determine the aerodynamic calculation results.

[0038] In this preferred embodiment, representative state points to be evaluated are selected for typical flight trajectories. Typical state points include maximum dynamic pressure, maximum heat flux, maximum altitude, maximum velocity, maximum overload, and maximum angle of attack.

[0039] In some embodiments, step S102 comprehensively evaluates the aircraft's handling and stability characteristics based on aerodynamic data characteristics, considering static stability, dynamic stability, coupling stability, trim characteristics, and handling characteristics; wherein...

[0040] The dynamic stability characteristics evaluation indicators include longitudinal long-period mode, longitudinal short-period mode, lateral Dutch roll mode, spiral mode and roll convergence mode, etc.

[0041] Static stability performance evaluation metrics include pitch static stability derivative. Rolling static stability derivative Yaw static stability derivative Pitch static stability, yaw static stability, and roll static stability.

[0042] Coupling stability (dynamic deviation index) evaluation metrics include yaw dynamic divergence parameters. Indicators such as lateral control yaw divergence parameter LCDP and Weissman criterion;

[0043] Trim performance evaluation indicators include pitch trim rudder, roll trim rudder, and yaw trim rudder.

[0044] Maneuverability evaluation metrics include maneuver response, maneuver coupling, and maneuver ratio;

[0045] In a specific embodiment, the calculation of each evaluation index is as follows:

[0046] (1) Manipulative calculation

[0047] Define pitch channel stability ratio m z δ / α This represents the change in angle of attack corresponding to each 1° deflection of the elevator. The formula for calculating the pitch channel handling-stability ratio is:

[0048]

[0049] In the formula, m z α For pitch static stability derivative, m z δe This is the derivative of the pitch control surface.

[0050] Define the yaw channel handling ratio m y δ / β This represents the change in sideslip angle corresponding to each 1° rudder deflection. The formula for calculating the yaw channel handling-stability ratio is:

[0051]

[0052] In the formula, m y β For the yaw static stability derivative, m y δr For the yaw control surface control derivative;

[0053] Define the roll channel stability ratio m xδ / β This represents the change in sideslip angle corresponding to each 1° roll rudder deflection. The formula for calculating the yaw channel handling-stability ratio is:

[0054]

[0055] In the formula, m x β For the rolling static stability derivative, m x δx This is the derivative of the yaw control surface.

[0056] (2) Dynamic stability

[0057] The dynamic stability assessment includes calculating the longitudinal long and short period modes, the lateral Dutch roll mode, the spiral mode, and the roll convergence mode; among which...

[0058] The simplified evaluation criterion for short-period modes is:

[0059]

[0060] In the formula, ω sp For short-period modal frequencies, ξ sp For short-period modal damping ratio, Let be the dimensional derivative of lift with respect to angle of attack. The derivative of the dimensionless pitch moment with respect to the pitch angular velocity. Let be the dimensional derivative of the pitching moment with respect to the angle of attack. It is the derivative of the dimensionless pitching moment with respect to the rate of change of the angle of attack.

[0061] The simplified evaluation criterion for long-period modes is:

[0062]

[0063] In the formula, ω p For long-period modal frequencies, ξ p Let V be the long-period modal damping ratio, V be the flight speed, θ0 be the pitch angle, and g be the gravitational acceleration. For the dimensional drag coefficient, the derivative with respect to velocity. It is the dimensional derivative of lift with respect to velocity.

[0064] Dutch rolling modal simplified evaluation criteria:

[0065]

[0066] In the formula, ω d ξ is the Dutch rolling mode frequency. d The variable is the Dutch rolling mode damping, and e is the mass density of the aircraft. The dimensional derivative of the yaw moment with respect to the sideslip angle. The dimensional derivative of the rolling torque with respect to the sideslip angle. The derivative of the dimensional lateral force with respect to the side slip angle. The dimensional derivative of the yaw moment with respect to the yaw angular velocity. It is the dimensional derivative of the yaw moment with respect to the roll angular velocity.

[0067] Simplified evaluation criterion for roll mode:

[0068]

[0069] In the above formula, λ R These are the characteristic roots of the roll mode. This is the dimensional derivative of the rolling torque with respect to the rolling angular velocity.

[0070] Simplified evaluation criterion for helical modes:

[0071]

[0072] In the above formula, λ S These are the characteristic roots of the spiral mode.

[0073] (3) Coupling stability (dynamic deviation index)

[0074] Coupled stability is a stability criterion analysis that considers multiple factors, including yaw dynamic divergence parameters. The LCDP and Weissman criteria are as follows:

[0075]

[0076]

[0077] In the above formula, I z and I x The moments of inertia are the yaw axis and roll axis. The Weissman plot criterion is derived from... Combined deviation criterion with LCDP On the LCDP coordinate plane, regions with different deviation characteristics are divided. These regions, based on this criterion, demonstrate the open-loop stability of the heading considering lateral coupling, and also reveal the impact of lateral control on heading static stability. Therefore, the Weissman plot provides a relatively comprehensive evaluation of heading static stability and maneuverability.

[0078] In some embodiments, step S103, based on the aircraft nose radius, wing leading edge radius, and material properties, comprehensively evaluates the thermal protection performance from stagnation heat flux, maximum ablation, and wing leading edge ablation, as follows:

[0079] First, the nose radius, wing leading edge radius, and material properties of the aircraft are determined based on its characteristics. Then, the stagnation heat flux and ablation amount are calculated along the trajectory.

[0080] Subsequently, the surface temperature of a large area of ​​the aircraft and the total heat absorption of the entire aircraft were calculated using engineering calculation methods.

[0081] In this embodiment, after completing the evaluation and calculation of the above-mentioned indicators and parameters, a bottom-up approach is adopted to successively conduct single-discipline performance evaluation and multi-discipline comprehensive evaluation, ultimately completing the multi-discipline comprehensive performance rating of the aircraft under typical flight missions. Refer to Table 1 for the multi-discipline comprehensive performance evaluation ratings given in this embodiment.

[0082] Table 1. Multidisciplinary Comprehensive Performance Evaluation Levels

[0083]

[0084] The effectiveness and advantages of the method in this embodiment are illustrated below with specific examples.

[0085] This case study uses a high-speed aircraft as an example to conduct a multidisciplinary comprehensive performance evaluation based on a typical profile. First, the aerodynamic and handling characteristics of the aircraft are evaluated, mainly including its dynamic and static stability, trim characteristics, and control effectiveness. Second, the thermal protection performance of the aircraft is evaluated, including heat flux at the nose stagnation point and total heat absorption, thermal characteristics of the wing leading edge, and thermal characteristics of large-area points. A four-level evaluation is conducted based on the flight environment adaptability evaluation index system, and the rationality and effectiveness of the evaluation method are verified through typical case studies.

[0086] Figure 3 The yaw dynamic stability assessment and prediction results for a high-speed aircraft across the entire speed range are presented. Figure 4 The evaluation and prediction results of the yaw dynamic divergence characteristics of a certain high-speed aircraft across the entire speed domain are presented. Figure 5 and Figure 6 The predicted heat flow and temperature field of typical parts of a high-speed aircraft are presented, and Table 2 shows the evaluation results of the multidisciplinary comprehensive performance of the high-speed aircraft. This demonstrates that the evaluation method is applicable to the multidisciplinary comprehensive performance evaluation of high-speed aircraft and provides evaluation results in a quantitative and graded manner, facilitating the selection, comparison, and quantitative evaluation of different overall schemes.

[0087] Table 2. Evaluation Results of the Multidisciplinary Comprehensive Performance of a Certain High-Speed ​​Aircraft

[0088]

[0089] The evaluation method provided by this invention, compared with traditional methods, can better integrate the performance evaluation results of aerodynamics, aerothermal energy, and flight mechanics. This invention constructs a scientific and reasonable hierarchical evaluation index system, and then uses appropriate evaluation integration methods to evaluate the comprehensive performance of future advanced aircraft, which is better applicable to the overall design, performance analysis, and test evaluation and finalization of advanced aircraft.

[0090] System Implementation Examples

[0091] According to embodiments of the present invention, a multidisciplinary integrated performance evaluation and analysis system for aircraft is provided, such as... Figure 7 The diagram shown is a schematic block diagram of a multidisciplinary integrated performance evaluation and analysis system for aircraft provided in this embodiment. According to this embodiment of the invention, the multidisciplinary integrated performance evaluation and analysis system for aircraft includes:

[0092] Parameter acquisition module: used to acquire the overall parameters of the aircraft to be evaluated and the representative state points of the flight trajectory to be evaluated; the state points to be evaluated include maximum dynamic pressure, maximum heat flux, maximum altitude, maximum speed, maximum overload, maximum angle of attack, etc.

[0093] Aerodynamic performance evaluation module: used to evaluate the aerodynamic performance of the entire flight trajectory and typical state points based on the overall parameters and aerodynamic characteristic indicators of the aircraft through engineering calculations and CFD calculations.

[0094] Comprehensive evaluation module for handling and stability characteristics: Based on aerodynamic data characteristics, it comprehensively evaluates the handling and stability characteristics of an aircraft from the perspectives of stability characteristics, trim characteristics, handling characteristics, dynamic stability and coupling stability.

[0095] Thermal protection performance comprehensive evaluation module: Used to comprehensively evaluate thermal protection performance based on aircraft nose radius, wing leading edge radius and material properties, from stagnation heat flux, maximum ablation and wing leading edge ablation.

[0096] Weighted evaluation module: Used to perform a weighted evaluation of the results of aerodynamic performance evaluation, handling and stability characteristic comprehensive evaluation, and thermal protection performance comprehensive evaluation, and give a comprehensive evaluation result.

[0097] In some embodiments, the aerodynamic performance evaluation module is used to evaluate the aerodynamic characteristics of the entire flight trajectory and the aerodynamic performance at typical state points through engineering calculations and CFD calculations based on the overall parameters and aerodynamic characteristic indicators of the aircraft.

[0098] Among them, the overall parameters of the aircraft are mass, moment of inertia, reference area, and reference length;

[0099] Aerodynamic performance indicators used to evaluate aerodynamic performance include parameters such as lift coefficient and lift-to-drag ratio;

[0100] In this embodiment, the aerodynamic performance evaluation module performs a basic aerodynamic characteristic evaluation along the trajectory. The basic aerodynamic characteristic evaluation methods include engineering estimation methods, conventional CFD evaluation calculation methods, and high-precision evaluation methods that consider the high-altitude, high-speed flight characteristics of near-space vehicles, such as low-density effects, real gas effects, and transition. Using the aerodynamic shape parameters and overall parameters of the vehicle as aerodynamic characteristic calculation parameters, aerodynamic characteristics of the entire flight trajectory and aerodynamic evaluations at typical state points are performed to determine the aerodynamic calculation results.

[0101] In some embodiments, the comprehensive evaluation module for handling and stability characteristics is used to comprehensively evaluate the handling and stability characteristics of an aircraft based on aerodynamic data characteristics, including stability characteristics, trim characteristics, handling characteristics, dynamic stability, and coupling stability.

[0102] in,

[0103] The dynamic stability characteristics evaluation indicators include longitudinal long-period mode, longitudinal short-period mode, lateral Dutch roll mode, spiral mode and roll convergence mode, etc.

[0104] Static stability performance evaluation metrics include pitch static stability derivative. Rolling static stability derivative Yaw static stability derivative Pitch static stability, yaw static stability, and roll static stability.

[0105] Coupling stability (dynamic deviation index) evaluation metrics include yaw dynamic divergence parameters. Indicators such as lateral control yaw divergence parameter LCDP and Weissman criterion;

[0106] Trim performance evaluation indicators include pitch trim rudder, roll trim rudder, and yaw trim rudder.

[0107] Maneuverability evaluation metrics include maneuver response, maneuver coupling, and maneuver ratio;

[0108] In a specific embodiment, the calculation of each evaluation index is as follows:

[0109] (1) Manipulative calculation

[0110] Define pitch channel stability ratio m z δ / α This represents the change in angle of attack corresponding to each 1° deflection of the elevator. The formula for calculating the pitch channel handling-stability ratio is:

[0111]

[0112] In the formula, m z α For pitch static stability derivative, m z δeThis is the derivative of the pitch control surface.

[0113] Define the yaw channel handling ratio m y δ / β This represents the change in sideslip angle corresponding to each 1° rudder deflection. The formula for calculating the yaw channel handling-stability ratio is:

[0114]

[0115] In the formula, m y β For the yaw static stability derivative, m y δr For the yaw control surface control derivative;

[0116] Define the roll channel stability ratio m x δ / β This represents the change in sideslip angle corresponding to each 1° roll rudder deflection. The formula for calculating the yaw channel handling-stability ratio is:

[0117]

[0118] In the formula, m x β For the rolling static stability derivative, m x δx This is the derivative of the yaw control surface.

[0119] (2) Dynamic stability

[0120] The dynamic stability assessment includes calculating the longitudinal long and short period modes, the lateral Dutch roll mode, the spiral mode, and the roll convergence mode; among which...

[0121] The simplified evaluation criterion for short-period modes is:

[0122]

[0123] In the formula, ω sp For short-period modal frequencies, ξ sp For short-period modal damping ratio, Let be the dimensional derivative of lift with respect to angle of attack. The derivative of the dimensional pitch moment with respect to the pitch angular velocity is given. Let be the dimensional derivative of the pitching moment with respect to the angle of attack. It is the derivative of the dimensionless pitching moment with respect to the rate of change of the angle of attack.

[0124] The simplified evaluation criterion for long-period modes is:

[0125]

[0126] In the formula, ω p For long-period modal frequencies, ξp Let V be the long-period modal damping ratio, V be the flight speed, θ0 be the pitch angle, and g be the gravitational acceleration. For the dimensional drag coefficient, the derivative with respect to velocity. It is the dimensional derivative of lift with respect to velocity.

[0127] Dutch rolling modal simplified evaluation criteria:

[0128]

[0129] In the formula, ω d ξ is the Dutch rolling mode frequency. d The variable is the Dutch rolling mode damping, and e is the mass density of the aircraft. The dimensional derivative of the yaw moment with respect to the sideslip angle. The dimensional derivative of the rolling torque with respect to the sideslip angle. The derivative of the dimensional lateral force with respect to the side slip angle. The dimensional derivative of the yaw moment with respect to the yaw angular velocity. It is the dimensional derivative of the yaw moment with respect to the roll angular velocity.

[0130] Simplified evaluation criterion for roll mode:

[0131]

[0132] In the above formula, λ R These are the characteristic roots of the roll mode. This is the dimensional derivative of the rolling torque with respect to the rolling angular velocity.

[0133] Simplified evaluation criterion for helical modes:

[0134]

[0135] In the above formula, lambda_S is the characteristic root of the spiral mode.

[0136] (3) Coupling stability (dynamic deviation index)

[0137] Coupled stability is a stability criterion analysis that considers multiple factors, including yaw dynamic divergence parameters. The LCDP and Weissman criteria are as follows:

[0138]

[0139]

[0140] The Weissman diagram criterion is based on... Combined deviation criterion with LCDP On the LCDP coordinate plane, regions with different deviation characteristics are divided. These regions, based on this criterion, demonstrate the open-loop stability of the heading considering lateral coupling, and also reveal the impact of lateral control on heading static stability. Therefore, the Weissman plot provides a relatively comprehensive evaluation of heading static stability and maneuverability.

[0141] In some embodiments, the comprehensive thermal protection performance evaluation module is used to comprehensively evaluate the thermal protection performance based on the aircraft nose radius, wing leading edge radius, and material properties, from stagnation heat flux, maximum ablation amount, and wing leading edge ablation amount.

[0142] The specific assessment is as follows:

[0143] First, the nose radius, wing leading edge radius, and material properties of the aircraft are determined based on its characteristics. Then, the stagnation heat flux and ablation amount are calculated along the trajectory.

[0144] Subsequently, the surface temperature of the large area of ​​the aircraft and the total heat absorption of the entire aircraft were calculated using engineering calculation methods.

[0145] The embodiments of the present invention are system embodiments corresponding to the above method embodiments. The specific operations of each module processing step can be understood by referring to the description of the method embodiments, and will not be repeated here.

[0146] like Figure 8 As shown, the present invention also provides a computer-readable storage medium storing a computer program thereon. When the computer program is executed by a processor, it implements the multidisciplinary comprehensive performance evaluation and analysis method for an aircraft as described in the above embodiments, or when the computer program is executed by a processor, it implements the steps of the multidisciplinary comprehensive performance evaluation and analysis method for an aircraft as described in the above embodiments. When the computer program is executed by the processor, it implements the following method steps:

[0147] Step S101: Based on the overall parameters and aerodynamic characteristics of the aircraft, evaluate the aerodynamic characteristics of the entire flight trajectory and the aerodynamic performance at typical state points through engineering calculations and CFD calculations.

[0148] Step S102: Based on the characteristics of aerodynamic data, comprehensively evaluate the aircraft's handling and stability characteristics from the perspectives of stability characteristics, trim characteristics, handling characteristics, dynamic stability characteristics, and coupled stability.

[0149] Step S103: Based on the aircraft's nose radius, wing leading edge radius, and material properties, comprehensively evaluate the thermal protection performance from the perspectives of stagnation heat flux, maximum ablation, and wing leading edge ablation.

[0150] Step S104: Perform a weighted evaluation on the results of aerodynamic performance evaluation, handling stability characteristic comprehensive evaluation, and thermal protection performance comprehensive evaluation, and give the comprehensive evaluation result.

[0151] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0152] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for apparatus or system embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. The apparatus and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0153] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A multidisciplinary comprehensive performance evaluation and analysis method for aircraft, characterized in that, Includes the following steps: Based on the overall parameters and aerodynamic characteristic indicators of the aircraft, the aerodynamic characteristics of the entire flight trajectory and the aerodynamic performance at typical state points are evaluated through engineering calculations and CFD calculations. The aerodynamic performance evaluation uses aerodynamic characteristic indicators, including lift coefficient and lift-to-drag ratio, to assess the aerodynamic performance. The basic aerodynamic characteristics along the trajectory are evaluated, specifically by using the aerodynamic shape parameters and overall parameters of the aircraft as aerodynamic characteristic calculation parameters, and conducting aerodynamic evaluations of the aerodynamic characteristics of the entire flight trajectory and typical state points to determine the aerodynamic calculation results. Based on the characteristics of aerodynamic data, the handling and stability characteristics of the aircraft are comprehensively evaluated from the perspectives of static stability characteristics, trim characteristics, handling characteristics, dynamic stability characteristics and coupling stability. Based on the aircraft's nose radius, wing leading edge radius, and material properties, the thermal protection performance is comprehensively evaluated from stagnation heat flux, maximum ablation, and wing leading edge ablation. The results of aerodynamic performance evaluation, handling stability characteristic comprehensive evaluation, and thermal protection performance comprehensive evaluation are weighted and evaluated to give a comprehensive evaluation result.

2. The multidisciplinary comprehensive performance evaluation and analysis method for aircraft as described in claim 1, characterized in that, The aerodynamic performance indicators include lift coefficient and lift-to-drag ratio; The typical state points include maximum dynamic pressure, maximum heat flux, maximum height, maximum velocity, maximum overload, and maximum angle of attack.

3. The multidisciplinary comprehensive performance evaluation and analysis method for aircraft as described in claim 1, characterized in that, The aircraft's handling and stability characteristics are comprehensively evaluated from static stability characteristics, trim characteristics, handling characteristics, dynamic stability characteristics, and coupled stability; among which... The static stability characteristic evaluation indicators include pitch static stability derivative, roll static stability derivative, yaw static stability derivative, pitch static stability, yaw static stability, and roll static stability. The trim performance evaluation indicators include pitch trim rudder, roll trim rudder and yaw trim rudder indicators. The evaluation metrics for manipulation characteristics include manipulation response, manipulation coupling, and manipulation ratio. The dynamic stability characteristic evaluation indexes include longitudinal long-period mode, longitudinal short-period mode, lateral Dutch roll mode, spiral mode, and roll convergence mode indexes; The coupling stability evaluation metrics include yaw dynamic divergence parameters, lateral control yaw divergence parameters LCDP, and the Weissman criterion.

4. The multidisciplinary comprehensive performance evaluation and analysis method for aircraft as described in claim 3, characterized in that, The manipulation calculation is as follows: Define pitch channel stability ratio This represents the change in angle of attack corresponding to each 1° deflection of the elevator. The formula for calculating the pitch channel handling-stability ratio is: In the formula, For pitch static stability derivative, For the pitch control surface control derivative; Define yaw channel handling ratio This represents the change in sideslip angle corresponding to each 1° rudder deflection. The formula for calculating the yaw channel handling-stability ratio is: In the formula, For the yaw static stability derivative, For the yaw control surface control derivative; Define the roll channel stability ratio This represents the change in sideslip angle corresponding to each 1° roll rudder deflection. The formula for calculating the handling-stability ratio in the roll channel is: In the formula, For the rolling static stability derivative, This is the derivative of the rolling control surface control.

5. The multidisciplinary comprehensive performance evaluation and analysis method for aircraft as described in claim 3, characterized in that, The simplified evaluation criterion for short-period modes is as follows: In the formula, For short-period modal frequencies, For short-period modal damping ratio, Let be the dimensional derivative of lift with respect to angle of attack. The derivative of the dimensional pitch moment with respect to the pitch angular velocity is given. Let be the dimensional derivative of the pitching moment with respect to the angle of attack. It is the derivative of the dimensionless pitching moment with respect to the rate of change of the angle of attack; The simplified evaluation criterion for long-period modes is: In the formula, For long-period modal frequencies, The long-period modal damping ratio is given by V, where V is the flight speed. Let g be the pitch angle, and g be the acceleration due to gravity. For the dimensional drag coefficient, the derivative with respect to velocity. The dimensional derivative of lift with respect to velocity; Dutch rolling modal simplified evaluation criteria: In the formula, The Dutch rolling mode frequency, The variable is the Dutch rolling mode damping, and e is the mass density of the aircraft. The dimensional derivative of the yaw moment with respect to the sideslip angle. The dimensional derivative of the rolling torque with respect to the sideslip angle. The derivative of the dimensional lateral force with respect to the side slip angle. The dimensional derivative of the yaw moment with respect to the yaw angular velocity. The dimensional derivative of the yaw moment with respect to the roll angular velocity; Simplified evaluation criterion for roll mode: In the formula, These are the characteristic roots of the roll mode. The derivative of the dimensional rolling torque with respect to the rolling angular velocity; Simplified evaluation criterion for helical modes: In the formula, These are the characteristic roots of the spiral mode.

6. The multidisciplinary comprehensive performance evaluation and analysis method for aircraft as described in claim 3, characterized in that, The yaw dynamic divergence parameters The lateral control yaw divergence parameter LCDP and the Weissman criterion are specifically expressed as follows: In the formula, and These are the moments of inertia of the yaw axis and roll axis; For the yaw static stability derivative, This is the statically stable derivative of the rolling curve.

7. A multidisciplinary integrated performance evaluation and analysis system for aircraft, characterized in that, include: Parameter acquisition module: used to acquire the overall parameters of the aircraft to be evaluated and representative state points of the flight trajectory to be evaluated; Aerodynamic performance evaluation module: This module is used to evaluate the aerodynamic characteristics of the entire flight trajectory and the aerodynamic performance at typical state points through engineering calculations and CFD calculations, based on the overall parameters and aerodynamic characteristic indicators of the aircraft. The aerodynamic performance evaluation uses aerodynamic characteristic indicators such as lift coefficient and lift-to-drag ratio to assess aerodynamic performance. It conducts a basic aerodynamic characteristic evaluation along the trajectory, specifically by using the aerodynamic shape parameters and overall parameters of the aircraft as aerodynamic characteristic calculation parameters, and conducting aerodynamic evaluations of the aerodynamic characteristics of the entire flight trajectory and typical state points to determine the aerodynamic calculation results. Comprehensive evaluation module for handling and stability characteristics: Based on aerodynamic data characteristics, it comprehensively evaluates the handling and stability characteristics of an aircraft from static stability characteristics, trim characteristics, handling characteristics, dynamic stability characteristics and coupling stability. Thermal protection performance comprehensive evaluation module: Used to comprehensively evaluate thermal protection performance based on aircraft nose radius, wing leading edge radius and material properties, from stagnation heat flux, maximum ablation and wing leading edge ablation. Weighted evaluation module: Used to perform a weighted evaluation of the results of aerodynamic performance evaluation, handling and stability characteristic comprehensive evaluation, and thermal protection performance comprehensive evaluation, and give a comprehensive evaluation result.

8. The multidisciplinary integrated performance evaluation and analysis system for aircraft as described in claim 7, characterized in that, The aerodynamic characteristics include lift coefficient and lift-to-drag ratio parameters; the state points to be evaluated include maximum dynamic pressure, maximum heat flux, maximum altitude, maximum velocity, maximum overload, and maximum angle of attack. The static stability characteristic evaluation indicators include pitch static stability derivative, roll static stability derivative, yaw static stability derivative, pitch static stability, yaw static stability, and roll static stability; the trim characteristic evaluation indicators include pitch trim rudder, roll trim rudder, and yaw trim rudder indicators. The evaluation metrics for manipulation characteristics include manipulation response, manipulation coupling, and manipulation ratio. The dynamic stability characteristic evaluation indexes include longitudinal long-period mode, longitudinal short-period mode, lateral Dutch roll mode, spiral mode, and roll convergence mode indexes; The coupling stability evaluation metrics include yaw dynamic divergence parameters, lateral control yaw divergence parameters LCDP, and the Weissman criterion.

9. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the multidisciplinary comprehensive performance evaluation and analysis method for aircraft as described in any one of claims 1 to 6.

10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the multidisciplinary comprehensive performance evaluation and analysis method for aircraft as described in any one of claims 1 to 6.

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