Wind tunnel test data static air bomb correction method, device, equipment and storage medium

Abstract

The application provides a wind tunnel test data static gas bomb correction method, device, equipment and storage medium, relates to the field of aviation wind tunnel test technology, and is used for reducing the computer memory occupied in the calculation process and improving the data conversion efficiency. The method mainly comprises the following steps: based on a three-dimensional unstructured fluid grid, aerodynamic load data of a surface of an aircraft wind tunnel test model is obtained through multi-process parallel fluid mechanics numerical simulation of the aircraft wind tunnel test model based on RANS equation; according to the mapping relationship between the surface aerodynamic grid points of the two-dimensional unstructured grid and the beam elements in the geometric nonlinear structure finite element model and the load transmission theorem, the aerodynamic load data of the surface of the aircraft wind tunnel test model is interpolated to corresponding loading nodes of the geometric nonlinear structure finite element model; and the aerodynamic force of the corrected aircraft wind tunnel test model is obtained according to the deformation amount of the aircraft wind tunnel test model and the aerodynamic force difference.

Description

Technical Field

[0001] This application relates to the field of airborne wind tunnel testing technology, and in particular to a method, apparatus, equipment and storage medium for static air spring correction of wind tunnel test data. Background Technology

[0002] To fly at high subsonic or supersonic speeds, modern commercial airliners employ swept wings. A characteristic of swept wings is that they undergo a combination of bending and torsional deformation under aerodynamic forces. This deformation causes changes in the wing's aerodynamic forces, which in turn further alter the amount of wing deformation until the wing structure reaches a state of static equilibrium. This phenomenon of the coupling effect between structure and aerodynamic forces is called static aeroelasticity. In wind tunnel testing of commercial airliners, the test model also undergoes static aeroelastic deformation under aerodynamic forces. The aerodynamic changes in the test model caused by this deformation are considered experimental deviations and must be corrected.

[0003] Existing patents employ numerical methods such as radial basis function (RBF) and constant volume transformation for aerodynamic / structural data exchange. For full-fledged configurations including fuselage, wings, pods, pylons, and horizontal stabilizers, interpolation and transformation of aerodynamic loads and structural deformations consume significant amounts of computer memory, resulting in low efficiency. Furthermore, for wind tunnel models with unconventional configurations, the RBF method's interpolation accuracy is too low to be applicable. Summary of the Invention

[0004] This application provides a method, apparatus, computer equipment, and storage medium for static aeroelastic correction of wind tunnel test data, which reduces the computer memory occupied during the calculation process and improves data conversion efficiency.

[0005] This invention provides a method for static aeroelastic correction of wind tunnel test data, the method comprising:

[0006] Based on the digital model of the aircraft wind tunnel test model, a three-dimensional unstructured fluid mesh and a geometrically nonlinear structural finite element model are generated.

[0007] Based on the three-dimensional unstructured fluid mesh, the aerodynamic load data on the surface of the aircraft wind tunnel test model are obtained by performing a parallel fluid dynamics numerical simulation based on the Reynolds-averaged Navier-Stokes RANS equations through a multi-process process.

[0008] Based on the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometric nonlinear structure finite element model, as well as the load transfer theorem, the aerodynamic load data of the surface of the aircraft wind tunnel test model are interpolated to the corresponding loading nodes of the geometric nonlinear structure finite element model.

[0009] A structural finite element numerical analysis is performed on the geometric nonlinear structural finite element model loaded with the aerodynamic load data to obtain the aerodynamic force difference. Based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference, the corrected aerodynamic force of the aircraft wind tunnel test model is obtained.

[0010] This invention provides a wind tunnel test data static aeroelastic correction device, the device comprising:

[0011] The generation module is used to generate three-dimensional unstructured fluid meshes and geometrically nonlinear structural finite element models based on the digital models of aircraft wind tunnel test models.

[0012] The simulation module is used to perform parallel fluid dynamics numerical simulation of the aircraft wind tunnel test model based on the Reynolds-averaged Navier-Stokes RANS equations through a multi-process process, based on the three-dimensional unstructured fluid mesh, to obtain aerodynamic load data on the surface of the aircraft wind tunnel test model.

[0013] The interpolation module is used to interpolate the aerodynamic load data of the surface of the aircraft wind tunnel test model to the corresponding loading nodes of the geometric nonlinear structure finite element model based on the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometric nonlinear structure finite element model and the load transfer theorem.

[0014] The correction module is used to perform structural finite element numerical analysis on the geometric nonlinear structural finite element model loaded with the aerodynamic load data to obtain the aerodynamic force difference. Based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference, the corrected aerodynamic force of the aircraft wind tunnel test model is obtained.

[0015] A computer program product comprising a computer program that, when executed by a processor, implements the above-described method for static air spring correction of wind tunnel test data.

[0016] This invention provides a method, apparatus, computer equipment, and storage medium for static aeroelastic correction of wind tunnel test data. First, based on the digital model of the aircraft wind tunnel test model, a three-dimensional unstructured fluid mesh and a geometrically nonlinear structural finite element model are generated. Then, based on the three-dimensional unstructured fluid mesh, a multi-process parallel fluid dynamics numerical simulation of the aircraft wind tunnel test model based on the RANS equations is performed to obtain aerodynamic load data on the surface of the aircraft wind tunnel test model. According to the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometrically nonlinear structural finite element model, as well as the load transfer theorem, the aerodynamic load data on the surface of the aircraft wind tunnel test model is interpolated to the corresponding loading nodes of the geometrically nonlinear structural finite element model. Finally, structural finite element numerical analysis is performed on the geometrically nonlinear structural finite element model loaded with aerodynamic load data to obtain the aerodynamic force difference. Based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference, the corrected aerodynamic force of the aircraft wind tunnel test model is obtained. Because the aerodynamic load transfer from the surface nodes of the aerodynamic digital model to the structural finite element nodes strictly follows the load transfer theorem, and the deformation of the mesh points on the surface of the aerodynamic model is directly calculated by interpolation of the finite element to which the mesh point belongs, that is, the data conversion is completed within the scale of the structural finite element, the static aeroelastic correction of wind tunnel test data achieved by the present invention only occupies a small amount of computer memory, thus improving the data conversion efficiency. Attached Figure Description

[0017] Figure 1 A flowchart of a wind tunnel test data static aeroelastic correction method provided in this application;

[0018] Figure 2 A flowchart illustrating the interpolation of aerodynamic load data provided in this application onto the corresponding loading nodes;

[0019] Figure 3 A flowchart of aerodynamic correction for an aircraft wind tunnel test model provided in this application;

[0020] Figure 4 A schematic diagram of the static air spring correction device for wind tunnel test data provided in this application.

[0021] Figure 5 A schematic diagram of the computer device provided in this application. Detailed Implementation

[0022] To better understand the above technical solutions, the technical solutions of the embodiments of this application will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments of this application and the specific features in the embodiments are detailed descriptions of the technical solutions of the embodiments of this application, rather than limitations on the technical solutions of this application. In the absence of conflict, the embodiments of this application and the technical features in the embodiments can be combined with each other.

[0023] To address the issue of static aeroelastic correction in wind tunnel test data, computational fluid dynamics and structural finite element analysis methods are typically combined for analysis and calculation.

[0024] In computational fluid dynamics, commonly used methods include the surface element method based on potential flow, numerical simulation methods based on the Euler equations, and numerical simulation methods based on the Reynolds-averaged Navier-Stokes (RANS) equations. The surface element method has the lowest computational cost, but it heavily relies on the user's engineering experience and has relatively poor accuracy. Numerical simulation methods based on the Euler equations can reduce computational cost by using boundary layer correction methods, but they are still more time-consuming than the surface element method and have generally lower accuracy. Numerical simulation methods based on the RANS equations require solving the turbulence model equations, resulting in the highest computational cost but the best accuracy.

[0025] In structural finite element analysis, traditional methods for modeling aircraft wind tunnel test models involve linear small-deformation beam element models or three-dimensional solid element models. Linear beam elements can only approximate the stiffness characteristics of the model, offering acceptable accuracy for linear elastic small deformations, but are ineffective for nonlinear large deformations. Three-dimensional solid elements can better simulate the stiffness characteristics of the model, but meshing complex three-dimensional structures is very difficult, and the computational cost of finite element analysis increases exponentially. Since aircraft wind tunnel test models require pre-installed force and pressure measuring devices, resulting in highly complex internal structures, three-dimensional solid elements cannot meet the structural modeling requirements of engineering applications.

[0026] Please see Figure 1 This invention provides a method for static aeroelastic correction of wind tunnel test data, which is applied to a web server. The method specifically includes steps S101-S103:

[0027] Step S101: Based on the digital model of the aircraft wind tunnel test model, generate a three-dimensional unstructured fluid mesh and a geometrically nonlinear structural finite element model.

[0028] The digital model of the aircraft wind tunnel test model is the digital model used when fabricating the test model. It fully reflects the internal structural characteristics of the test model. Based on the digital model of the aircraft wind tunnel test model, it can be used to construct the three-dimensional unstructured fluid mesh of the aircraft wind tunnel test model and the geometric nonlinear structural finite element model of the aircraft wind tunnel test model.

[0029] The three-dimensional unstructured fluid mesh of the aircraft wind tunnel test model can be used for computational fluid dynamics numerical simulations, while the geometric nonlinear structural finite element model of the aircraft wind tunnel test model can be used for numerical analysis of virtual static loading. The three-dimensional unstructured fluid mesh of the aircraft wind tunnel test model can be generated using commercial mesh generation software. Specifically, the numerical model of the aircraft wind tunnel test model is imported into commercial mesh generation software (such as Pointwise software), then a surface mesh is generated and the mesh distribution is adjusted. Based on this, a three-dimensional unstructured fluid mesh of the aircraft wind tunnel test model is generated and output according to the format of the computational fluid dynamics software used. This three-dimensional unstructured fluid mesh of the aircraft wind tunnel test model can then be used for computational fluid dynamics numerical simulations.

[0030] In this embodiment, the Shear-Stress Transport k-ω model (SST) is selected as the turbulence model in the aerodynamic calculation settings. In the subsequent aerodynamic / structural iterative calculations, the static aeroelastic calculation program automatically enables the continuation function and reduces the number of steps in Computational Fluid Dynamics (CFD) to one-third of the number of steps in the initial iteration, so as to shorten the aerodynamic / structural coupling iterative calculation time.

[0031] In this embodiment, there are two methods for modeling the geometrically nonlinear structural finite element model. The first method uses commercial software such as HyperMesh or ABAQUS to mesh the aircraft wind tunnel test model, directly generating a hybrid beam model that couples a global three-dimensional nonlinear beam with local two-dimensional planar elements. The local cross-sectional element mesh and material properties are used to directly predict the cross-sectional stiffness of the entire aircraft structural finite element model. The second method uses commercial software NASTRAN to establish engineering beam and single-point mass models, and then uses a script program in commercial software MATLAB to convert the aforementioned geometrically nonlinear structural finite element model into a nonlinear or linear engineering beam model.

[0032] Step S102: Based on a three-dimensional unstructured fluid mesh, the aerodynamic load data on the surface of the aircraft wind tunnel test model are obtained by performing a parallel fluid dynamics numerical simulation based on the Reynolds-averaged Navier-Stokes RANS equations on the aircraft wind tunnel test model through a multi-process process.

[0033] In this embodiment, a three-dimensional unstructured fluid mesh CFD solver is used to solve the RANS equations to calculate the flow field. On a high-performance computer cluster, the aerostatic bullet calculation program automatically schedules the three-dimensional unstructured fluid mesh CFD solver and achieves automated large-scale parallel computing, thereby improving CFD computational efficiency.

[0034] In one embodiment of the present invention, based on the three-dimensional unstructured fluid mesh, aerodynamic load data on the surface of the aircraft wind tunnel test model are obtained through multi-process parallel fluid dynamics numerical simulation based on the RANS equations, including:

[0035] Step S1021: Based on the three-dimensional unstructured fluid mesh, extract the two-dimensional unstructured mesh from the surface of the aircraft wind tunnel test model.

[0036] Specifically, commercial mesh generation software can output a two-dimensional unstructured mesh for the surface of an aircraft wind tunnel test model based on a three-dimensional unstructured fluid mesh. This two-dimensional unstructured mesh can be used for the extraction and transfer of aerodynamic load data, and it can also be used for the extraction and transfer of deformation data from finite element models.

[0037] After performing a fluid dynamics numerical simulation, aerodynamic load data on the surface of the aircraft wind tunnel test model are obtained based on a two-dimensional unstructured mesh. The output file of the fluid dynamics numerical simulation software contains aerodynamic load data and three-dimensional unstructured fluid mesh information. The three-dimensional unstructured fluid mesh includes the x, y, z coordinates and i, j, k coordinates of each node. Therefore, by performing a fluid dynamics numerical simulation and obtaining the output file, aerodynamic load data on the surface of the aircraft wind tunnel test model can be obtained.

[0038] Step S1022: After performing a parallel hydrodynamic numerical simulation of the aircraft wind tunnel test model based on the RANS equations through a multi-process method, aerodynamic load data on the surface of the aircraft wind tunnel test model is extracted based on a two-dimensional unstructured mesh.

[0039] Specifically, computational fluid dynamics (CFD) software can be used to set flow field boundary conditions, establish turbulence models, and perform high-precision CFD numerical simulations on aircraft wind tunnel test models based on the RANS equations through multi-process methods to obtain three-dimensional flow field results. Furthermore, aerodynamic load data on the surface of the aircraft wind tunnel test model can be extracted.

[0040] Among them, aerodynamic loads can be obtained as distributed loads through fluid dynamics calculations. The distributed loads are mainly in the form of pressure coefficient distributions at each fluid grid node on the model's outer surface. Of course, aerodynamic load data can also include other aerodynamic force data, such as aerodynamic force values.

[0041] In an optional embodiment of the present invention, before step S102, the stiffness of the geometric nonlinear structure finite element model can be corrected and calibrated based on the comparison results of static loading test data and virtual static loading data.

[0042] Specifically, while establishing the geometrically nonlinear structural finite element model of the aircraft wind tunnel test model, static loading tests can be conducted on the aircraft wind tunnel test model to obtain static loading test data. By comparing the virtual static loading values ​​obtained from the structural finite element analysis based on the geometrically nonlinear structural finite element model of the aircraft wind tunnel test model with the static loading test data obtained from the static loading tests, the finite element stiffness of the geometrically nonlinear structural finite element model can be corrected and calibrated based on the differences, thereby obtaining a high-precision finite element model. Static loading tests can be used to observe and study the strength, stiffness, stress, and deformation distribution of aircraft structures or components under static loads, and are an important means of verifying the structural strength and the correctness of static analysis of aircraft.

[0043] A geometrically nonlinear structural model was used to perform finite element modeling of the aircraft wind tunnel test model, and its stiffness was calibrated, which significantly improved its accuracy. This nonlinear structural beam model can predict the actual deformation of the aircraft wind tunnel test model under bending, torsion, and tension coupling, as well as warping deformation. Its model fidelity is close to that of a complete three-dimensional solid structure finite element model, while its computational efficiency is much higher than that of a three-dimensional solid structure finite element model, thus achieving a good balance between the computational accuracy and computational cost of the geometrically nonlinear structural model.

[0044] Step S103: Based on the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometric nonlinear structural finite element model, as well as the load transfer theorem, the aerodynamic load data of the aircraft wind tunnel test model surface is interpolated to the corresponding loading nodes of the geometric nonlinear structural finite element model.

[0045] In this embodiment, the exchange of data such as aerodynamic loads and structural deformations is achieved through finite element interpolation. Before the static aeroelasticity calculation, the static aeroelasticity calculation program automatically identifies the structural finite element beam elements to which the aerodynamic mesh points on the entire surface of the aircraft belong; each beam element contains multiple aerodynamic mesh points, and the static aeroelasticity calculation program establishes a one-to-many mapping relationship between beam elements and aerodynamic mesh points. Typically, multiple surface aerodynamic mesh points belong to the same structural finite element beam element, and the relevant aerodynamic loads are transferred to the nodes of the beam element according to the load transfer theorem.

[0046] Step S104: Perform structural finite element numerical analysis on the geometric nonlinear structural finite element model loaded with aerodynamic load data to obtain the aerodynamic force difference. Based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference, obtain the corrected aerodynamic force of the aircraft wind tunnel test model.

[0047] Specifically, in this embodiment, a finite element numerical analysis is performed on a geometrically nonlinear structural finite element model loaded with the aerodynamic load data to obtain the deformation of the aircraft wind tunnel test model. Then, the deformation of the two-dimensional unstructured surface aerodynamic mesh points of the aircraft wind tunnel test model is obtained through finite element interpolation, thereby obtaining the three-dimensional unstructured fluid mesh deformation. Then, parallel fluid dynamics numerical simulation is used to obtain the aerodynamic forces on the surface of the aircraft wind tunnel test model and the aerodynamic force difference caused by the deformation of the aircraft wind tunnel test model. Based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference, the corrected aerodynamic forces of the aircraft wind tunnel test model are obtained.

[0048] Specifically, the final deformation of the aircraft wind tunnel test model is extracted, and the aerodynamic force difference before and after the aeroelastic deformation of the test model is calculated using the results of the first and last rounds of computational fluid dynamics numerical simulation, so as to correct the wind tunnel test data.

[0049] A coupled aerodynamic / structural iterative algorithm is employed, exiting only when the structural deformation difference criterion is met. The entire coupled iterative calculation process is automated, with automated transfer of aerodynamic load data and finite element model deformation data, driving automated deformation of the 3D unstructured fluid mesh and finite element structural mesh, thus improving the computational efficiency of the entire iteration. By modifying the convergence condition, the number of steps in the coupled iterative calculation can be controlled, which helps reduce the computational load of numerical analysis and improve the accuracy of coupled numerical calculations. A good balance is struck between modeling accuracy and numerical analysis computational load, resulting in highly accurate data correction results.

[0050] For the linear / nonlinear structural numerical models of the aircraft wind tunnel test model, the LU decomposition method and the simplified Newton iteration method were used to predict linear / nonlinear deformation, respectively. After predicting the structural deformation, the deformation of the mesh points on the aerodynamic model surface was directly calculated by interpolation of the finite element elements to which the mesh points belonged. This updated the position vectors of the aerodynamic mesh points. After updating the aerodynamic mesh deformation on the test model surface, the new spatial aerodynamic mesh generation method adopted was the linear elastic deformation method.

[0051] In this embodiment, the aerodynamic / structural coupling calculation main process is first started, and calculation control parameters are read from the input file. Based on the control parameters, a subprocess is created, and the CFD calculation program is scheduled to perform parallel CFD calculations. The main process monitors the subprocess's operation and checks whether the CFD calculation is complete. After the CFD calculation is completed, the aerodynamic loads on the mesh nodes of the entire aircraft surface are automatically extracted and transferred to the corresponding structural finite element nodes. The static aeroelastic calculation program then creates a subprocess and schedules the finite element calculation program to calculate structural deformation. The main process continues to monitor the subprocess's operation and checks whether the deformation calculation is complete. After the structural finite element calculation is completed, the displacement (i.e., structural deformation) of the structural finite element nodes is transferred to the corresponding aerodynamic mesh points on the test model surface through finite element interpolation, generating a new spatial aerodynamic mesh, and entering the next round of aerodynamic / structural coupling iterative calculation. The main process uses whether the structural deformation is less than a set threshold as the criterion for whether the static aeroelastic calculation has converged, and also as the criterion for terminating the entire aerodynamic / structural coupling iterative calculation process.

[0052] This invention provides a method for static aeroelastic correction of wind tunnel test data. First, a three-dimensional unstructured fluid mesh and a geometrically nonlinear structural finite element model are generated based on the digital model of the aircraft wind tunnel test model. Then, based on the three-dimensional unstructured fluid mesh, a multi-process parallel fluid dynamics numerical simulation of the aircraft wind tunnel test model based on the RANS equations is performed to obtain aerodynamic load data on the surface of the aircraft wind tunnel test model. According to the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometrically nonlinear structural finite element model, as well as the load transfer theorem, the aerodynamic load data on the surface of the aircraft wind tunnel test model is interpolated to the corresponding loading nodes of the geometrically nonlinear structural finite element model. Finally, structural finite element numerical analysis is performed on the geometrically nonlinear structural finite element model loaded with aerodynamic load data to obtain the aerodynamic force difference. Based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference, the corrected aerodynamic force of the aircraft wind tunnel test model is obtained. Because the aerodynamic load transfer from the surface nodes of the aerodynamic digital model to the structural finite element nodes strictly follows the load transfer theorem, and the deformation of the mesh points on the surface of the aerodynamic model is directly calculated by interpolation of the finite element to which the mesh point belongs, that is, the data conversion is completed within the scale of the structural finite element, the static aeroelastic correction of wind tunnel test data achieved by the present invention only occupies a small amount of computer memory, thus improving the data conversion efficiency.

[0053] Please see Figure 2 The step of interpolating the aerodynamic load data of the aircraft wind tunnel test model surface to the corresponding loading nodes of the geometrically nonlinear structural finite element model based on the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometrically nonlinear structural finite element model, and the load transfer theorem, includes:

[0054] Step S201: Calculate the position vector of the surface aerodynamic mesh points based on the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometric nonlinear structure finite element model.

[0055] In this embodiment of the invention, the mapping relationship between the aerodynamic mesh points on the two-dimensional unstructured mesh surface and the beam elements in the geometrically nonlinear structural finite element model is as follows:

[0056]

[0057] in, The position vector of the surface aerodynamic grid points; This represents the position vector of the beam element corresponding to the surface aerodynamic mesh point; This is the distance vector between the surface aerodynamic mesh points and the beam element.

[0058] Step S202: Calculate the aerodynamic load data corresponding to the position vector of the surface aerodynamic grid point according to the load transfer theorem.

[0059] The load transfer theorem is as follows:

[0060] The aerodynamic load data corresponding to the position vectors of the aerodynamic grid points on the surface are calculated using the following formula:

[0061]

[0062] The position vector variation of the aerodynamic grid points on the surface; The position vector variation of the beam element nodes corresponding to the surface aerodynamic mesh points; δW is the rotational vector variation of the beam element node corresponding to the surface aerodynamic grid point; δW is the virtual work of the aerodynamic pressure at the surface aerodynamic grid point. For concentrated loads at structural finite element nodes; H represents the aerodynamic pressure at the surface aerodynamic grid points. T This is the transpose of the shape function matrix of the structural finite element beam.

[0063] Step S203: Interpolate the aerodynamic load data to the loading node where the position vector of the surface aerodynamic mesh point corresponding to the geometric nonlinear structure finite element model is located.

[0064] Please see Figure 3 The aerodynamic force difference is obtained by performing structural finite element numerical analysis on the geometrically nonlinear structural finite element model loaded with the aerodynamic load data. Based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference, the corrected aerodynamic force of the aircraft wind tunnel test model is obtained, including:

[0065] Step S301: Perform structural finite element numerical analysis on the geometric nonlinear structural finite element model loaded with aerodynamic load data to obtain the three-dimensional unstructured fluid mesh deformation.

[0066] Step S302: Parallel numerical simulation of fluid dynamics is performed on the deformation of the three-dimensional unstructured fluid mesh to obtain the aerodynamic force on the surface of the aircraft wind tunnel test model and the average value of the structural deformation difference caused by the deformation of the aircraft wind tunnel test model.

[0067] In an optional embodiment of the present invention, the step of performing parallel hydrodynamic numerical simulations on the deformation of the three-dimensional unstructured fluid mesh to obtain the average value of the structural deformation difference caused by the deformation of the aircraft wind tunnel test model includes:

[0068] The mean value of the structural deformation difference is calculated using the following formula:

[0069]

[0070] in, The average value of the structural deformation difference. Δu represents the structural deformation difference between the current iteration step and the previous iteration step; m represents the number of degrees of freedom in the finite element method of the structure; Δu i This represents the structural deformation difference component.

[0071] In this embodiment, if the calculated average structural deformation difference is greater than or equal to a preset difference given by the user, for example, 10... -6 If the value is less than the user-defined preset difference, for example, 10, proceed to step S303B. -6 Meters, proceed to step S303A for execution.

[0072] In step S303A, if the average value of the structural deformation difference is less than the preset difference, the aerodynamic force difference is obtained based on the initial aerodynamic force obtained from the first fluid dynamics numerical simulation and the final aerodynamic force obtained from the last fluid dynamics numerical simulation.

[0073] Specifically, the following formula indicates that the average structural deformation difference is less than the preset difference:

[0074]

[0075] Wherein, ∈ represents the preset difference, i.e., the error threshold, and its value ranges from 10. -6 ~10 -2 In practical applications, the preset difference can be set according to specific circumstances. Modifying the preset difference can control the number of steps in the coupled iterative calculation, which helps reduce the computational load of numerical analysis and improve the accuracy of coupled numerical calculation. This allows for a better balance between modeling accuracy and computational load in numerical analysis, resulting in more accurate aeroelastic correction results for wind tunnel test data.

[0076] Step S304: Based on the deformation and aerodynamic difference of the aircraft wind tunnel test model, obtain the corrected aerodynamic force of the aircraft wind tunnel test model.

[0077] In this embodiment, if the average structural deformation difference is less than the preset difference, it indicates that the average structural deformation difference is within the allowable error range. Then, the corrected aerodynamic force of the aircraft wind tunnel test model can be obtained based on the aerodynamic force difference and the final deformation of the aircraft wind tunnel test model.

[0078] Step S303B: If the average value of the structural deformation difference is greater than or equal to a preset difference, the displacement of each grid point of the geometric nonlinear structure finite element model is obtained based on the deformation of the three-dimensional unstructured fluid grid.

[0079] Step S304B: Generate a new two-dimensional unstructured mesh using the displacement of each mesh point in the geometric nonlinear structural finite element model; regenerate the three-dimensional unstructured fluid mesh of the aircraft wind tunnel test model based on the new two-dimensional unstructured mesh.

[0080] In this embodiment of the invention, the step of regenerating the three-dimensional unstructured fluid mesh of the aircraft wind tunnel test model based on the new two-dimensional unstructured mesh includes:

[0081] After calculating the structural deformation of the aircraft wind tunnel test model and updating the model configuration position, the position vector of the updated surface aerodynamic grid points is calculated using the following formula;

[0082]

[0083] in, This represents the position vector of the aerodynamic grid points on the deformed surface; H represents the position vector of the beam element node after deformation; H is the shape function matrix of the beam element in the structural finite element method.

[0084] The position vectors of all spatial aerodynamic grid points in the three-dimensional unstructured fluid grid of the aircraft wind tunnel test model are updated using the linear elastic deformation method.

[0085] Furthermore, in this embodiment, after regenerating the three-dimensional unstructured fluid mesh of the aircraft wind tunnel test model based on the new two-dimensional unstructured mesh in step S304B, the process jumps to step S102, which uses the three-dimensional unstructured fluid mesh to perform a parallel fluid dynamics numerical simulation of the aircraft wind tunnel test model based on the RANS equations through multiple processes to obtain aerodynamic load data on the surface of the aircraft wind tunnel test model and continues execution.

[0086] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0087] In one embodiment, a wind tunnel test data static elastic correction device is provided, which corresponds one-to-one with the wind tunnel test data static elastic correction method described in the above embodiments. For example... Figure 4 As shown, the functional modules of the wind tunnel test data static aeroelastic correction device are described in detail below:

[0088] Generation module 41 is used to generate a three-dimensional unstructured fluid mesh and a geometrically nonlinear structural finite element model based on the digital model of the aircraft wind tunnel test model.

[0089] Simulation module 42 is used to perform parallel fluid dynamics numerical simulation of the aircraft wind tunnel test model based on the Reynolds-averaged Navier-Stokes RANS equations through a multi-process method based on the three-dimensional unstructured fluid mesh, and obtain aerodynamic load data on the surface of the aircraft wind tunnel test model.

[0090] Interpolation module 43 is used to interpolate the aerodynamic load data of the surface of the aircraft wind tunnel test model to the corresponding loading nodes of the geometric nonlinear structure finite element model based on the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometric nonlinear structure finite element model and the load transfer theorem.

[0091] The correction module 44 is used to perform structural finite element numerical analysis on the geometric nonlinear structural finite element model loaded with the aerodynamic load data to obtain the aerodynamic force difference, and to obtain the corrected aerodynamic force of the aircraft wind tunnel test model based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference.

[0092] In an optional embodiment, the simulation module 42 is specifically used for:

[0093] Based on the aforementioned three-dimensional unstructured fluid mesh, a two-dimensional unstructured mesh is extracted from the surface of the aircraft wind tunnel test model;

[0094] After performing parallel hydrodynamic numerical simulation of the aircraft wind tunnel test model based on the RANS equations through multiple processes, aerodynamic load data on the surface of the aircraft wind tunnel test model are extracted based on the two-dimensional unstructured mesh.

[0095] In an optional embodiment, the interpolation module 43 is specifically used for:

[0096] Based on the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometric nonlinear structure finite element model, the position vectors of the surface aerodynamic mesh points are calculated.

[0097] Based on the load transfer theorem, calculate the aerodynamic load data corresponding to the position vectors of the surface aerodynamic grid points;

[0098] The aerodynamic load data is interpolated to the loading node where the position vector of the surface aerodynamic mesh point corresponding to the geometric nonlinear structure finite element model is located.

[0099] In an optional embodiment, the mapping relationship between the aerodynamic mesh points on the two-dimensional unstructured mesh surface and the beam elements in the geometrically nonlinear structural finite element model is as follows:

[0100]

[0101] The load transfer theorem is as follows:

[0102] The aerodynamic load data corresponding to the position vectors of the aerodynamic grid points on the surface are calculated using the following formula:

[0103]

[0104] in, The position vector of the surface aerodynamic grid points; This represents the position vector of the beam element corresponding to the surface aerodynamic mesh point; This is the distance vector between the surface aerodynamic mesh points and the beam element;

[0105] The position vector variation of the aerodynamic grid points on the surface; The position vector variation of the beam element nodes corresponding to the surface aerodynamic mesh points; δW is the rotational vector variation of the beam element node corresponding to the surface aerodynamic grid point; δW is the virtual work of the aerodynamic pressure at the surface aerodynamic grid point. For concentrated loads at structural finite element nodes; Here, H represents the aerodynamic pressure at the surface aerodynamic mesh point; the distance vector between the surface aerodynamic mesh point and the beam element; and H. T This is the transpose of the shape function matrix of the structural finite element beam.

[0106] In an optional embodiment, the correction module 44 is specifically used for:

[0107] A structural finite element numerical analysis is performed on the geometric nonlinear structural finite element model loaded with the aerodynamic load data to obtain the three-dimensional unstructured fluid mesh deformation; parallel fluid dynamics numerical simulation is performed on the three-dimensional unstructured fluid mesh deformation to obtain the aerodynamic force on the surface of the aircraft wind tunnel test model and the average value of the structural deformation difference caused by the deformation of the aircraft wind tunnel test model.

[0108] If the average value of the structural deformation difference is less than the preset difference, then the aerodynamic force difference is obtained based on the initial aerodynamic force obtained from the first fluid dynamics numerical simulation and the final aerodynamic force obtained from the last fluid dynamics numerical simulation; and the corrected aerodynamic force of the aircraft wind tunnel test model is obtained based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference.

[0109] In an optional embodiment, the step of performing parallel hydrodynamic numerical simulations on the deformation of the three-dimensional unstructured fluid mesh to obtain the average structural deformation difference caused by the deformation of the aircraft wind tunnel test model includes:

[0110] The mean value of the structural deformation difference is calculated using the following formula:

[0111]

[0112] in, The average value of the structural deformation difference. Δu represents the structural deformation difference between the current iteration step and the previous iteration step; m represents the number of degrees of freedom in the finite element method of the structure; Δu i This represents the structural deformation difference component.

[0113] In an optional embodiment, if the average value of the structural deformation difference is greater than or equal to a preset difference, the displacement of each grid point of the geometric nonlinear structural finite element model is obtained based on the deformation of the three-dimensional unstructured fluid grid.

[0114] A new two-dimensional unstructured mesh is generated by measuring the displacement of each mesh point in a geometrically nonlinear structural finite element model.

[0115] Based on the new two-dimensional unstructured mesh, a three-dimensional unstructured fluid mesh for the aircraft wind tunnel test model is regenerated; then, based on the three-dimensional unstructured fluid mesh, a multi-process parallel fluid dynamics numerical simulation of the aircraft wind tunnel test model based on the RANS equations is performed to obtain aerodynamic load data on the surface of the aircraft wind tunnel test model and continue execution.

[0116] In an optional embodiment, after calculating the structural deformation of the aircraft wind tunnel test model and updating the model configuration position, the position vector of the updated surface aerodynamic grid points is calculated using the following formula;

[0117]

[0118] in, This represents the position vector of the aerodynamic grid points on the deformed surface; H represents the position vector of the beam element node after deformation; H is the shape function matrix of the beam element in the structural finite element method.

[0119] The position vectors of all spatial aerodynamic grid points in the three-dimensional unstructured fluid grid of the aircraft wind tunnel test model are updated using the linear elastic deformation method.

[0120] Specific limitations regarding the wind tunnel test data static elastic correction device can be found in the limitations of the wind tunnel test data static elastic correction method described above, and will not be repeated here. Each module in the aforementioned device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the computer device in hardware form or independent of it, or stored in the memory of the computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0121] In one embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 5 As shown, the computer device includes a processor, memory, network interface, and database connected via a system bus. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and database. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The network interface is used for communication with external terminals via a network connection. When the computer program is executed by the processor, it implements a wind tunnel test data static aeroelastic correction method.

[0122] In one embodiment, a computer device is provided, 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 perform the following steps:

[0123] Based on the digital model of the aircraft wind tunnel test model, a three-dimensional unstructured fluid mesh and a geometrically nonlinear structural finite element model are generated.

[0124] Based on the three-dimensional unstructured fluid mesh, the aerodynamic load data on the surface of the aircraft wind tunnel test model are obtained by performing a parallel fluid dynamics numerical simulation based on the Reynolds-averaged Navier-Stokes RANS equations through a multi-process process.

[0125] Based on the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometric nonlinear structure finite element model, as well as the load transfer theorem, the aerodynamic load data of the surface of the aircraft wind tunnel test model are interpolated to the corresponding loading nodes of the geometric nonlinear structure finite element model.

[0126] A structural finite element numerical analysis is performed on the geometric nonlinear structural finite element model loaded with the aerodynamic load data to obtain the aerodynamic force difference. Based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference, the corrected aerodynamic force of the aircraft wind tunnel test model is obtained.

[0127] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, the computer program performing the following steps when executed by a processor:

[0128] Based on the digital model of the aircraft wind tunnel test model, a three-dimensional unstructured fluid mesh and a geometrically nonlinear structural finite element model are generated.

[0129] Based on the three-dimensional unstructured fluid mesh, the aerodynamic load data on the surface of the aircraft wind tunnel test model are obtained by performing a parallel fluid dynamics numerical simulation based on the Reynolds-averaged Navier-Stokes RANS equations through a multi-process process.

[0130] Based on the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometric nonlinear structure finite element model, as well as the load transfer theorem, the aerodynamic load data of the surface of the aircraft wind tunnel test model are interpolated to the corresponding loading nodes of the geometric nonlinear structure finite element model.

[0131] A structural finite element numerical analysis is performed on the geometric nonlinear structural finite element model loaded with the aerodynamic load data to obtain the aerodynamic force difference. Based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference, the corrected aerodynamic force of the aircraft wind tunnel test model is obtained.

[0132] In one embodiment, a computer program product is provided, the computer program product comprising a computer program that is executed by a processor to perform the following steps:

[0133] Based on the digital model of the aircraft wind tunnel test model, a three-dimensional unstructured fluid mesh and a geometrically nonlinear structural finite element model are generated.

[0134] Based on the three-dimensional unstructured fluid mesh, the aerodynamic load data on the surface of the aircraft wind tunnel test model are obtained by performing a parallel fluid dynamics numerical simulation based on the Reynolds-averaged Navier-Stokes RANS equations through a multi-process process.

[0135] Based on the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometric nonlinear structure finite element model, as well as the load transfer theorem, the aerodynamic load data of the surface of the aircraft wind tunnel test model are interpolated to the corresponding loading nodes of the geometric nonlinear structure finite element model.

[0136] A structural finite element numerical analysis is performed on the geometric nonlinear structural finite element model loaded with the aerodynamic load data to obtain the aerodynamic force difference. Based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference, the corrected aerodynamic force of the aircraft wind tunnel test model is obtained.

[0137] 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.

[0138] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0139] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. 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 of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method for static air spring correction of wind tunnel test data, characterized in that, The method includes: Based on the digital model of the aircraft wind tunnel test model, a three-dimensional unstructured fluid mesh and a geometrically nonlinear structural finite element model are generated. Based on the three-dimensional unstructured fluid mesh, the aerodynamic load data on the surface of the aircraft wind tunnel test model are obtained by performing a multi-process parallel fluid dynamics numerical simulation based on the Reynolds-averaged Navier-Stokes RANS equations. Based on the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometric nonlinear structure finite element model, as well as the load transfer theorem, the aerodynamic load data of the surface of the aircraft wind tunnel test model are interpolated to the corresponding loading nodes of the geometric nonlinear structure finite element model. A structural finite element numerical analysis is performed on the geometric nonlinear structural finite element model loaded with the aerodynamic load data to obtain the aerodynamic force difference. Based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference, the corrected aerodynamic force of the aircraft wind tunnel test model is obtained. The mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometrically nonlinear structural finite element model is as follows: ； The load transfer theorem is as follows: ; The aerodynamic load data corresponding to the position vector of the aerodynamic grid points on the surface are calculated using the following formula: ； in, The position vector of the surface aerodynamic grid points; This represents the position vector of the beam element corresponding to the surface aerodynamic mesh point; This is the distance vector between the surface aerodynamic mesh points and the beam element; The position vector variation of the aerodynamic grid points on the surface; Variational position vector of beam element nodes corresponding to surface aerodynamic mesh points; Variational rotation vector of beam element nodes corresponding to surface aerodynamic mesh points; Virtual work of aerodynamic pressure at surface aerodynamic grid points; Concentrated loads at structural finite element nodes; aerodynamic pressure at surface aerodynamic grid points; Transpose of the shape function matrix of a beam element in a structural finite element method.

2. The method according to claim 1, characterized in that, Based on the three-dimensional unstructured fluid mesh, the aerodynamic load data on the surface of the aircraft wind tunnel test model are obtained through multi-process parallel fluid dynamics numerical simulation based on the RANS equations, including: Based on the aforementioned three-dimensional unstructured fluid mesh, a two-dimensional unstructured mesh is extracted from the surface of the aircraft wind tunnel test model; After performing parallel hydrodynamic numerical simulation of the aircraft wind tunnel test model based on the RANS equations through multiple processes, aerodynamic load data on the surface of the aircraft wind tunnel test model are extracted based on the two-dimensional unstructured mesh.

3. The method according to claim 1, characterized in that, The step of interpolating the aerodynamic load data of the aircraft wind tunnel test model surface to the corresponding loading nodes of the geometrically nonlinear structural finite element model based on the mapping relationship between aerodynamic mesh points on the two-dimensional unstructured mesh surface and beam elements in the geometrically nonlinear structural finite element model, and the load transfer theorem, includes: Based on the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometric nonlinear structure finite element model, the position vectors of the surface aerodynamic mesh points are calculated. Based on the load transfer theorem, calculate the aerodynamic load data corresponding to the position vectors of the surface aerodynamic grid points; The aerodynamic load data is interpolated to the loading node where the position vector of the surface aerodynamic mesh point corresponding to the geometric nonlinear structure finite element model is located.

4. The method according to claim 1, characterized in that, The aerodynamic force difference is obtained by performing structural finite element numerical analysis on the geometrically nonlinear structural finite element model loaded with the aerodynamic load data. Based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference, the corrected aerodynamic force of the aircraft wind tunnel test model is obtained, including: A structural finite element numerical analysis is performed on the geometric nonlinear structural finite element model loaded with the aerodynamic load data to obtain the three-dimensional unstructured fluid mesh deformation; parallel fluid dynamics numerical simulation is performed on the three-dimensional unstructured fluid mesh deformation to obtain the aerodynamic force on the surface of the aircraft wind tunnel test model and the average value of the structural deformation difference caused by the deformation of the aircraft wind tunnel test model. If the average value of the structural deformation difference is less than the preset difference, then the aerodynamic force difference is obtained based on the initial aerodynamic force obtained from the first fluid dynamics numerical simulation and the final aerodynamic force obtained from the last fluid dynamics numerical simulation; and the corrected aerodynamic force of the aircraft wind tunnel test model is obtained based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference.

5. The method according to claim 4, characterized in that, The average structural deformation difference caused by the deformation of the aircraft wind tunnel test model is obtained by performing parallel hydrodynamic numerical simulations on the deformation of the three-dimensional unstructured fluid mesh, including: The mean value of the structural deformation difference is calculated using the following formula: ； in, The mean value of the structural deformation difference. This represents the difference in structural deformation between the current iteration step and the previous iteration step. The number of degrees of freedom of the structure in the finite element method; This represents the structural deformation difference component.

6. The method according to claim 4, characterized in that, The method further includes: If the average value of the structural deformation difference is greater than or equal to the preset difference, the displacement of each grid point of the geometric nonlinear structure finite element model is obtained based on the deformation of the three-dimensional unstructured fluid grid. A new two-dimensional unstructured mesh is generated by measuring the displacement of each mesh point in a geometrically nonlinear structural finite element model. Based on the new two-dimensional unstructured mesh, a three-dimensional unstructured fluid mesh for the aircraft wind tunnel test model is regenerated; then, based on the three-dimensional unstructured fluid mesh, a multi-process parallel fluid dynamics numerical simulation of the aircraft wind tunnel test model based on the RANS equations is performed to obtain aerodynamic load data on the surface of the aircraft wind tunnel test model and continue execution.

7. The method according to claim 6, characterized in that, The step of regenerating the three-dimensional unstructured fluid mesh of the aircraft wind tunnel test model based on the new two-dimensional unstructured mesh includes: After calculating the structural deformation of the aircraft wind tunnel test model and updating the model configuration position, the position vector of the updated surface aerodynamic grid points is calculated using the following formula; ； in, The position vector of the aerodynamic grid points on the deformed surface; Position vectors of beam element nodes after deformation; The shape function matrix of the beam element in the structural finite element method; The position vectors of all spatial aerodynamic grid points in the three-dimensional unstructured fluid grid of the aircraft wind tunnel test model are updated using the linear elastic deformation method.

8. A wind tunnel test data static aeroelastic correction device, characterized in that, The device includes: The generation module is used to generate three-dimensional unstructured fluid meshes and geometrically nonlinear structural finite element models based on the digital models of aircraft wind tunnel test models. The simulation module is used to perform parallel fluid dynamics numerical simulation of the aircraft wind tunnel test model based on the Reynolds-averaged Navier-Stokes RANS equations through a multi-process process, based on the three-dimensional unstructured fluid mesh, to obtain aerodynamic load data on the surface of the aircraft wind tunnel test model. The interpolation module is used to interpolate the aerodynamic load data of the surface of the aircraft wind tunnel test model to the corresponding loading nodes of the geometric nonlinear structure finite element model based on the mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometric nonlinear structure finite element model and the load transfer theorem. The correction module is used to perform structural finite element numerical analysis on the geometric nonlinear structural finite element model loaded with the aerodynamic load data to obtain the aerodynamic force difference, and to obtain the corrected aerodynamic force of the aircraft wind tunnel test model based on the deformation of the aircraft wind tunnel test model and the aerodynamic force difference. The mapping relationship between the surface aerodynamic mesh points of the two-dimensional unstructured mesh and the beam elements in the geometrically nonlinear structural finite element model is as follows: ； The load transfer theorem is as follows: ; The aerodynamic load data corresponding to the position vector of the aerodynamic grid points on the surface are calculated using the following formula: ； in, The position vector of the surface aerodynamic grid points; This represents the position vector of the beam element corresponding to the surface aerodynamic mesh point; This is the distance vector between the surface aerodynamic mesh points and the beam element; The position vector variation of the aerodynamic grid points on the surface; Variational position vector of beam element nodes corresponding to surface aerodynamic mesh points; Variational rotation vector of beam element nodes corresponding to surface aerodynamic mesh points; Virtual work of aerodynamic pressure at surface aerodynamic grid points; Concentrated loads at structural finite element nodes; aerodynamic pressure at surface aerodynamic grid points; Transpose of the shape function matrix of a beam element in a structural finite element method.

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 wind tunnel test data static air spring correction method as described in any one of claims 1 to 7.

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 wind tunnel test data static spring correction method as described in any one of claims 1 to 7.

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