Analysis Method and System for Energy Flow Coupling Characteristics between Flight Control Servo and On-Board Energy

Abstract

The present invention discloses a method and system for analyzing the energy flow coupling characteristics between a flight control servo and an airborne energy source, including the following steps: S1, obtaining a target flight state, a current flight state, and a flight control command; S2, performing flight simulation with the flight control command, the target flight state, and the current flight state as inputs to obtain the rudder surface deflection angle, speed, aircraft airspeed, angle of attack, and three-axis angular velocity; S3, calculating the energy flow characteristics; wherein, the process of calculating the energy flow characteristics includes sequentially calculating the local dynamic pressure and local jet angle of the rudder surface, calculating the rudder surface load, and calculating the energy flow coupling characteristics between the energy network and the actuator to obtain the energy flow coupling data between the energy network and the actuator; S4, extracting key characteristic parameters from the energy flow coupling data and performing analysis of the key characteristic parameters. The present invention can analyze the comprehensive energy flow coupling characteristics between the operating states of the main control rudder surface actuators of the whole aircraft and the airborne energy network.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft flight control actuation, and specifically to a method and system for analyzing the energy flow coupling characteristics between a flight control servo and an airborne energy source. Background Art

[0002] The flight control actuation system is the main drive system for realizing the flight control function of an aircraft. It executes the instructions generated by the flight control computer through a hydraulic or electric servo actuator, and converts the flight control instructions into the deflection motion of each control surface of the aircraft. The energy source of the electric servo actuator is the airborne power grid. The working states such as sudden stop and start, and four-quadrant operation of the electric actuator will cause its motor to switch between power consumption and power generation, which will impact and disturb the airborne power grid, resulting in a large voltage fluctuation of the power grid, exceeding the safety threshold, and bringing great risks to the safe operation of the power supply, power grid and various electrical equipment. If we want to reduce the energy impact risk caused by the electric actuator, we must first clarify the comprehensive energy flow coupling characteristics between the operating states of all electric actuators in the whole aircraft and the power grid, and quantitatively characterize the energy fluctuation of the airborne power grid caused by the electric actuator during the working process. Therefore, analyzing the energy flow coupling relationship between the operating state of the electric actuator and the airborne power grid can guide the design of the airborne power grid architecture and management methods, and improve the anti-interference ability of the power grid. The energy source of the hydraulic servo actuator is the aircraft hydraulic system. To ensure the follow-up requirements of the flight control actuation system under all flight conditions, the power of the aircraft hydraulic system is often estimated according to the maximum flow rate of each servo actuator during operation, and the aircraft hydraulic system is "oversized" designed. As a result, under low-load conditions, a considerable amount of power is wasted by overflow, and the energy utilization rate of the system is relatively low. Therefore, analyzing the energy flow coupling relationship between the hydraulic actuator and the hydraulic energy source, and clarifying the impact of the time-sequential dynamic load on the operation of the hydraulic system can guide the formulation of the energy management strategy of the aircraft hydraulic system, which is of great significance for saving airborne energy.

[0003] Under the dual influence of continuously changing flight control instructions and aerodynamic loads of the control surfaces, the operating conditions of the flight control servo actuators are also constantly changing, and then complex and variable energy flow relationships are formed by coupling with the operating states of the airborne power grid / hydraulic system. There is currently no analysis method in China that takes all factors into account. The analysis scope is basically limited to a single actuator, and only periodic typical instructions and load spectra are selected as the rated working conditions for analysis. The entire link of aircraft aerodynamics-flight control-actuator-airborne energy source has not been connected, so the energy flow coupling characteristics hidden in this link cannot be comprehensively analyzed and grasped. Since 2012, a unit has built a modeling and simulation architecture for the main flight control surface servo actuators of an aircraft. In this architecture, they obtained the time-varying hinge moment of the F-16 during maneuvers through simulation. However, this work did not analyze the energy flow relationship formed by the coupling of the actuator and the operating state of the airborne energy network. Summary of the Invention

[0004] The purpose of the present invention is to provide a method and system for analyzing the energy flow coupling characteristics between the flight control steering gear and the airborne energy, so as to solve the deficiencies in the prior art. The method can open up the entire link of the aircraft's pneumatics-flight control-actuator-airborne energy, analyze the comprehensive energy flow coupling characteristics between the operating status of the main control surface actuators of the entire aircraft and the airborne energy network, and quantitatively characterize the energy flow fluctuations of the airborne energy network caused by the actuators during operation, thereby guiding the design of the airborne power grid architecture and management methods and the formulation of the energy management strategy of the aircraft hydraulic system.

[0005] The present invention provides a method for analyzing the energy flow coupling characteristics between a flight control steering gear and an airborne energy source, which comprises the following steps:

[0006] S1, obtain flight control instructions, target flight status and current flight status;

[0007] S2, taking the target flight state, current flight state and flight control instructions as inputs to perform flight simulation, and obtain the control surface deflection angle, speed, aircraft airspeed, angle of attack and three-axis angular velocity;

[0008] S3, solving the energy flow characteristics; wherein the process of solving the energy flow characteristics includes sequentially calculating the local dynamic pressure and local jet angle of the rudder surface, calculating the load of the rudder surface, and calculating the energy flow coupling characteristics of the energy network and the actuator, so as to obtain the energy flow coupling data between the energy network and the actuator;

[0009] S4. Extract key characteristic parameters from the coupling data and perform key characteristic parameter analysis.

[0010] The energy flow coupling characteristic analysis method between the flight control servo and the airborne energy source as described above, wherein, optionally, step S2 includes the following specific steps:

[0011] S21, obtaining the target control surface deflection and throttle opening;

[0012] S22, obtaining six-degree-of-freedom forces and moments;

[0013] S23, calculating the three-axis angular velocity and the three-axis velocity;

[0014] S24, calculate the aircraft airspeed, angle of attack, and sideslip angle;

[0015] S25, calculating the aircraft attitude angle and position;

[0016] S26, using the control surface deflection angle, control surface deflection speed, aircraft airspeed, angle of attack and three-axis angular velocity to solve the energy flow characteristics.

[0017] As described above, the energy flow coupling characteristic analysis method between the flight control servo and the airborne energy source, wherein, optionally, in step S23, the formula for calculating the three-axis angular velocity is,

[0018]

[0019] Wherein, p, q, and r are the angular velocities of the aircraft about the x-axis, y-axis, and z-axis of the aircraft body coordinate system, respectively, and I x , I y , I z are the moments of inertia of the aircraft about the x-axis, y-axis, and z-axis of the aircraft body coordinate system, respectively.

[0020] The method for analyzing the energy flow coupling characteristics between the flight control actuator and the aircraft-borne energy as described above. Optionally, in step S23, the formula for calculating the three-axis velocity is

[0021]

[0022] Wherein, F x , F y , F z are the resultant external forces on the aircraft along the x-axis, y-axis, and z-axis of the aircraft body coordinate system, respectively, and u, v, and w are the translational velocities of the aircraft along the x-axis, y-axis, and z-axis of the aircraft body coordinate system. Then, the airspeed V, angle of attack α, and bank angle β of the aircraft at the current moment can be expressed as:

[0023]

[0024]

[0025] Among them, α is the angle of attack and β is the bank angle.

[0026] The method for analyzing the energy flow coupling characteristics between the flight control actuator and the aircraft-borne energy as described above. Optionally, the control surface load can be expressed as: Wherein, F L is the aerodynamic force on the control surface, and M is the hinge moment on the control surface;

[0027] Among them, the calculation formula for the hinge moment on the control surface is

[0028]

[0029] Among them, M is the hinge moment on the control surface, C h,α is the derivative of the hinge moment coefficient caused by the local air inflow angle α eff at the control surface, C h,δ is the derivative of the hinge moment coefficient caused by the deflection angle δ of the control surface, Q cs is the dynamic pressure, S s is the control surface area, is the characteristic length of the control surface.

[0030] Analysis method for energy flow coupling characteristics between flight control servo and aircraft energy source as described above. Optionally, the calculation formula for the local dynamic pressure of the control surface is

[0031]

[0032] where u cs is the local translational velocity along the x-axis of the aircraft body coordinate system, v cs is the local translational velocity along the y-axis of the aircraft body coordinate system, w cs is the local translational velocity along the z-axis of the aircraft body coordinate system, and ρ is the air density;

[0033] The calculation formula for the local air inflow angle at the control surface is

[0034]

[0035] where α s is the installation angle of the control surface, α eff is the local air inflow angle. For ailerons, elevators, flaperons, horizontal tails, trailing edge flaps, and leading edge slats, For the rudder,

[0036] Analysis method for energy flow coupling characteristics between flight control servo and aircraft energy source as described above. Optionally, the key characteristic parameters include the power, voltage, and current between the electric actuator and the aircraft power grid; or,

[0037] The key characteristic parameters include the power and flow rate between the hydraulic actuator and the hydraulic system.

[0038] Analysis method for energy flow coupling characteristics between flight control servo and aircraft energy source as described above. Optionally, the energy flow coupling relationship between the electric actuator and the aircraft power grid is

[0039]

[0040]

[0041]

[0042] where P m is the power between the electric actuator and the aircraft power grid, U is the voltage, i is the current, δ ref is the current rudder angle command of the aircraft, is the rudder deflection angular velocity, M is the hinge moment of the control surface, T m is the generator torque input, ω m is the current rotational speed of the generator.

[0043] As described above, the energy flow coupling characteristic analysis method between the flight control steering gear and the airborne energy source, wherein, optionally, the energy flow coupling relationship between the hydraulic actuator and the airborne hydraulic system is,

[0044]

[0045]

[0046] Among them, P q is the power of the hydraulic system, Q v Energy provided to the hydraulic system; δ ref is the current rudder angle of the aircraft, is the rudder deflection speed, M is the rudder hinge torque, T m Generator torque input, ω m Current generator speed.

[0047] The present invention also proposes an energy flow coupling characteristic analysis system between a flight control steering gear and an airborne energy source: comprising a flight environment and working condition setting module, a flight controller, an aircraft six-DOF dynamics model, a flight control steering gear model, an airborne energy network model, an aerodynamic load solution module at each control surface, and an energy flow data extraction and analysis module;

[0048] The user inputs the flight conditions through the flight environment and working condition setting module to generate the flight state of the target action, and inputs the target flight state into the flight controller to solve and obtain the deflection angle of the main flight control surface and other flight control instructions as the input of the flight control servo model. The flight control servo model completes the flight actuation according to the flight control law, and inputs the actuation position information into the aircraft six-DOF dynamics model. The aircraft six-DOF dynamics model solves the aircraft airspeed, angle of attack and three-axis angular velocity according to the environmental conditions and actuation position information, and inputs the above information together with the actual position information of the servo into the rudder aerodynamic load solution module to complete the real-time solution of the rudder aerodynamic load; each main flight control servo generates different energy requirements according to different position instructions and aerodynamic load inputs, and energy flow coupling data is generated between the airborne actuation energy network model and the flight control servo model; the generated energy flow coupling data is extracted and analyzed using the energy flow data extraction and analysis module.

[0049] Compared with the prior art, the system and method proposed in the present invention open up the entire link of the aircraft's pneumatics-flight control-actuator-airborne energy system, and the energy flow coupling relationship obtained is real and complete; the method of the present invention takes into account all factors that may affect the energy flow coupling relationship between the actuator and the airborne energy system, and the data obtained is reliable; the method of the present invention can guide the design of the airborne power grid architecture and management method / the formulation of the energy management strategy of the aircraft hydraulic system. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1It is the flowchart of the method steps proposed by the present invention;

[0051] Figure 2 It is the detailed flowchart of step S2;

[0052] Figure 3 It is the energy transfer relationship between the flight control servo and the aircraft power grid;

[0053] Figure 4 It is the energy transfer relationship between the flight control servo and the aircraft hydraulic system;

[0054] Figure 5 It is the system architecture for analyzing the energy flow coupling characteristics between the flight control servo and the aircraft energy source. Specific implementation mode

[0055] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0056] To solve the problems raised in the background art, the present invention proposes the following embodiments for solution.

[0057] Embodiment 1

[0058] Please refer to Figure 1 and Figure 2 , this embodiment proposes an energy flow coupling characteristic analysis method between the flight control servo and the aircraft energy source, which includes the following steps:

[0059] S1. Obtain the flight state of the target according to the flight condition, and the flight control computer calculates the throttle and rudder deflection angle flight control instructions according to the target flight state and the current flight state. In a specific mission scenario, the pilot operates to generate the target flight state parameters x ref , and the flight control computer calculates the target rudder deflection angle δ ref .

[0060] S2. Use the target flight state, the current flight state, and the flight control instructions as inputs for flight simulation to obtain the rudder surface deflection angle, speed, aircraft airspeed, angle of attack, and three-axis angular velocity.

[0061] According to the deflection angle of the main flight control rudder surface and control instructions such as the throttle opening, combined with the flight state of the previous moment, the aerodynamic coefficient and aerodynamic moment coefficient at the current moment can be obtained by referring to the aerodynamic coefficient table. Combining with the inherent configuration parameters of the aircraft, the resistance D, side force Y, lift L, and moments of each degree of freedom M A 、N A of the aircraft can be solved. Specifically, this step includes the following specific steps:

[0062] S21. Obtain the target rudder surface deflection and throttle opening. In specific implementation, the target rudder surface deflection and throttle opening are included in the flight control command. The target rudder surface deflection and throttle opening are important parameters in current aircraft control, and the method for obtaining them is a conventional technical means for those skilled in the art and can be achieved by them, so it will not be elaborated here.

[0063] S22. Obtain the six-degree-of-freedom forces and moments.

[0064] According to the deflection angle of the main flight control rudder surface and control commands such as the throttle opening, combined with the flight state at the previous moment, by looking up the aerodynamic coefficient table, the aerodynamic force coefficient and aerodynamic moment coefficient at the current moment can be obtained. Combining with the inherent configuration parameters of the aircraft, the resistance D, side force Y, lift L of the aircraft and the moments of each degree of freedom M A 、N A .

[0065] S23. Calculate the three-axis angular velocities and three-axis velocities.

[0066] Combined with the moment of inertia of the aircraft fuselage, the three-axis angular velocities of the aircraft can be expressed as:

[0067]

[0068] Decompose the gravity and thrust of the aircraft into the body coordinate system respectively, and combine with the aerodynamic forces to obtain the resultant external force of the aircraft in the body coordinate system. The velocities of the aircraft along the three axes of the body coordinate system can be expressed as:

[0069]

[0070] S24. Calculate the airspeed, angle of attack, and sideslip angle of the aircraft.

[0071] The airspeed V, angle of attack α, and bank angle β of the aircraft at the current moment can be expressed as:

[0072]

[0073]

[0074] S25. Calculate the attitude angle and position of the aircraft; the attitude angle and position of the aircraft at the current moment can be calculated by rotational kinematics and translational kinematics, and fed back to the aerodynamics part to complete the solution at the next moment, which will not be elaborated here.

[0075] Therefore, a non-linear functional relationship between the angle of attack α, airspeed V of the aircraft and the control input target rudder deflection angle δ ref can be obtained.

[0076] S26, using the control surface deflection angle, control surface deflection speed, aircraft airspeed, angle of attack and three-axis angular velocity to solve the energy flow characteristics.

[0077] In specific implementation, the calculation order of the parameters in steps S21 to S26 can be adjusted according to actual needs. During the calculation, the equations can be solved jointly, or the above parameters can be solved through some algorithms. For example, in some cases, during the solution process, the calculation result of step S26 can be applied to step S22.

[0078] S3, solving the energy flow characteristics; wherein, solving the energy flow characteristics includes sequentially calculating the local dynamic pressure and local jet angle of the rudder surface, calculating the load of the rudder surface, and calculating the energy flow coupling characteristics of the energy network and the actuator, so as to obtain the energy flow coupling data between the energy network and the actuator.

[0079] The load on the aircraft control surface is related to the local translational velocity of the control surface. The local translational velocity is calculated based on the consideration of the deflection angular velocity of the control surface hinge axis center relative to the center of gravity of the aircraft. Taking the local translational velocity at the hinge line of the right aileron as an example, the local translational velocity at the right aileron is expressed as:

[0080]

[0081] In the formula, Δx a , Δy a , Δz a They are the distance differences between the left and right ailerons and the center of gravity of the fuselage in the fuselage coordinates (specific aircraft model parameters). Similarly, the local translational velocities of the right elevator, left elevator, and rudder can also be solved.

[0082] If the local translational velocity of the control surface along the x-axis, y-axis, and z-axis of the aircraft system is u cs 、v cs 、w cs , then the local dynamic pressure Q on the rudder surface cs It can be expressed as:

[0083]

[0084] Local airflow incident angle α at the control surface eff for:

[0085]

[0086] In the formula, α s is the installation angle of the rudder surface. For ailerons, elevators, flaperons, (full-moving) horizontal tail, trailing edge flaps, and leading edge slats, For the rudder,

[0087] M is the hinge moment on the control surface and can be expressed as:

[0088]

[0089] In the formula, C h,α is the derivative of the hinge moment coefficient caused by the local air inflow angle α eff at the control surface, and C h,δ is the derivative of the hinge moment coefficient caused by the deflection angle δ of the control surface.

[0090] Q cs is the local dynamic pressure at the control surface. S s is the area of the control surface, the characteristic length of the control surface.

[0091] The aerodynamic load forces on each main control surface are

[0092] For electric actuators and hydraulic actuators, the energy flow coupling characteristics between the flight control hydraulic actuator and the airborne hydraulic system are different. The following explains the electric actuator and the hydraulic actuator separately.

[0093] For the electric actuator, the energy flow coupling relationship between the flight control system and the airborne energy network is jointly determined by the electric actuator and the airborne power grid, and the energy transfer is as Figure 3 shown.

[0094] Taking the electro-hydrostatic actuator (EHA) as a typical electric actuator for analysis, without considering the leakage of the pump, the energy transfer relationship of the hydraulic part of the EHA is:

[0095]

[0096] D P is the displacement of the pump, n2 is the rotational speed of the pump, and A P is the internal cross-sectional area of the hydraulic cylinder, and t m is the torque of the pump.

[0097] According to the torque balance formula of the motor

[0098]

[0099] The current, back electromotive force, and voltage inside the motor can be expressed as:

[0100]

[0101] In the above formula, K t is the motor torque and K e is the motor speed constant. The mechanical power output by the motor and the electric power absorbed by the motor from the power grid can be expressed as:

[0102]

[0103] For the aviation three - level generator in the airborne power grid, the basic equations of the main generator, AC main exciter, and permanent - magnet sub - exciter in the dq0 coordinate system can be obtained through Park transformation.

[0104]

[0105] Among them, r a is the resistance value of the armature winding of the motor, r f is the resistance value of the excitation winding, r D is the resistance value of the direct - axis damping winding, r Q is the resistance value of the quadrature - axis damping winding, and ω is the rotor electrical angular velocity.

[0106]

[0107] Among them, T m is the mechanical input torque, T e is the electromagnetic torque, T0 is the friction loss torque (generally ignored), J is the moment of inertia of the motor, and p is the number of pole pairs of the motor.

[0108] When the three - phase uncontrolled rectifier circuit in the airborne power grid always operates under the rated condition, the output voltage U = K·U in , and all kinds of losses such as the on - off of the switches in the circuit are uniformly equivalent to the coefficient η, then P m = η·P.

[0109] Through the above - mentioned model derivation, the relationships among the power, voltage, current between the electric actuator and the airborne power grid, and the current rudder - angle command δ ref of the aircraft, the rudder - deflection angular velocity , the hinge moment M of the rudder surface, the torque input T m of the generator, and the current rotational speed ω m of the generator can be obtained.

[0110]

[0111]

[0112]

[0113] This power, voltage, and current transfer relationship characterizes the energy - flow coupling characteristics between the flight control system and the airborne power grid under the real - time rudder - surface load and actuation command of the aircraft.

[0114] For the hydraulic actuator, the energy - flow coupling relationship between the flight control system and the airborne energy network is jointly determined by the hydraulic actuator and the aircraft hydraulic system, and the energy transfer is Figure 4 as shown.

[0115] The hydraulic actuator part, the mathematical model of the valve-controlled hydraulic cylinder is as follows:

[0116]

[0117] Among them, Q v is the flow rate of the valve port, x v is the opening of the valve port, ΔP is the load flow rate, E is the elastic modulus of the oil, and m is the equivalent mass of the load.

[0118] For the hydraulic system part, when the rotational speed is stable and the system pressure reaches the set value of the constant pressure valve, the constant pressure variable pump exhibits the characteristics of a constant pressure pump, that is, as the external load changes, the constant pressure variable pump will automatically adjust the output flow rate to keep the system pressure stable at the pressure value set by the constant pressure valve. Ignoring the cavity at the valve outlet and the damping hole in front of the variable mechanism, the main valve equation:

[0119]

[0120] The torque balance equation of the pressure variable pump:

[0121] The displacement equation of the pump:

[0122] The cavity equation at the pump outlet:

[0123] In the above formula, q s is the flow rate Q provided by the hydraulic system v . Through the above model derivation, the relationships among the power, flow rate between the hydraulic actuator and the hydraulic system, and the current rudder angle command δ ref of the aircraft, the rudder deflection angular velocity the hinge moment M of the rudder surface, the torque input T of the generator m and the current rotational speed ω m of the generator can be obtained.

[0124]

[0125]

[0126] This power and flow rate relationship characterizes the energy flow coupling characteristics between the flight control hydraulic actuator and the on-board hydraulic system under the real-time rudder surface load and actuation command of the aircraft.

[0127] S4. Extract key characteristic parameters from the coupling data.

[0128] In specific implementation, according to the different types of energy used by the actuator, the key characteristic parameters are also different. For an electric actuator, the key characteristic parameters may include the power, voltage, and current between the electric actuator and the aircraft power grid. For a hydraulic actuator, the key characteristic parameters may include the power and flow rate between the hydraulic actuator and the hydraulic system. The characteristic parameters listed here are only examples and do not constitute a limitation to this application. In specific implementation, other characteristic parameters can be used according to actual needs.

[0129] Embodiment 2

[0130] This embodiment proposes a system that can implement the method described in Embodiment 1. The same parts will not be repeated here, and only the differences will be described below.

[0131] Please refer to Figure 5 , the energy flow coupling characteristic analysis system between the flight control servo and the aircraft energy source proposed in this embodiment includes a flight environment and working condition setting module, a flight controller, an aircraft six-DOF dynamics model, a flight control servo model, an aircraft energy network model, an aerodynamic load calculation module at each control surface, and an energy flow data extraction and analysis module;

[0132] The user inputs the flight working conditions through the flight environment and working condition setting module to generate the flight state of the target action, and inputs the target flight state into the flight controller for calculation to obtain flight control commands such as the deflection angle of the main flight control surfaces as the input of the flight control servo model. The flight control servo model completes flight actuation according to the flight control law and inputs the actuation position information into the aircraft six-DOF dynamics model. The aircraft six-DOF dynamics model calculates the airspeed, angle of attack, and three-axis angular velocity of the aircraft according to the environmental working conditions and actuation position information, and inputs the above information together with the actual position information of the servo into the control surface aerodynamic load calculation module to complete the real-time calculation of the control surface aerodynamic load; each main flight control servo generates different energy requirements according to different position commands and aerodynamic load inputs, and energy flow coupling data is generated between the aircraft actuation energy network model and the flight control servo model; the energy flow data extraction and analysis module is used to extract and analyze the generated energy flow coupling data.

[0133] Through the method and system proposed by the present invention, starting from different flight mission scenarios of the aircraft, the aircraft control commands are analyzed; flight dynamics and flight kinematics modeling are carried out, and combined with the control surface configuration parameters of the aircraft type, the dynamic loads during aircraft maneuvering are calculated in real time. At the same time, a mathematical model of the actuator and the aircraft energy system is established to calculate the fluctuations of energy indicators such as the power at the interface between the actuator and the aircraft energy network under the real-time control surface load and actuation commands of the aircraft. The above-mentioned links are implemented in a real-time simulation system, and the architecture is as Figure 5As shown. Through the flight environment and working condition setting module, the system input is set. After being solved by the real-time simulation solver, the energy flow coupling characteristics between the flight control servo and the airborne energy under a specific flight mission profile can be extracted by the energy flow data extraction and analysis module.

[0134] The structure, features and effects of the present invention have been described in detail based on the embodiments shown in the drawings. The above are only the preferred embodiments of the present invention, but the present invention is not limited to the scope of implementation shown in the drawings. Any changes made according to the concept of the present invention, or equivalent embodiments modified into equivalent changes, still within the spirit covered by the specification and the drawings, should be within the protection scope of the present invention.

Claims

1. A method for analyzing the energy flow coupling characteristics between a flight control steering gear and an airborne energy source, characterized in that: The steps include: S1, obtain flight control instructions, target flight status and current flight status; S2, taking the target flight state, current flight state and flight control instructions as inputs to perform flight simulation, and obtain the control surface deflection angle, speed, aircraft airspeed, angle of attack and three-axis angular velocity; S3, solving the energy flow characteristics; wherein the process of solving the energy flow characteristics includes sequentially calculating the local dynamic pressure and local jet angle of the rudder surface, calculating the load of the rudder surface, and calculating the energy flow coupling characteristics of the energy network and the actuator, so as to obtain the energy flow coupling data between the energy network and the actuator, and the energy flow coupling data between the energy network and the actuator includes the energy flow coupling relationship between the electric actuator and the airborne power grid, and the energy flow coupling relationship between the hydraulic actuator and the airborne hydraulic system; S4, extracting key characteristic parameters from the coupling data, and performing key characteristic parameter analysis; Step S2 includes the following specific steps: S21, obtaining the target control surface deflection and throttle opening; S22, obtaining six-degree-of-freedom forces and moments; S23, calculating the three-axis angular velocity and the three-axis velocity; S24, calculate the aircraft airspeed, angle of attack, and sideslip angle; S25, calculating the aircraft attitude angle and position; S26, using the control surface deflection angle, control surface deflection speed, aircraft airspeed, angle of attack and three-axis angular velocity to solve the energy flow characteristics.

2. The method for analyzing the energy flow coupling characteristics between the flight control steering gear and the airborne energy source according to claim 1, characterized in that: In step S23, the formula for calculating the three-axis angular velocity is: ； In the formula, , , Aircraft bypass system axis, axis, The angular velocity of the axis, , , Aircraft bypass system axis, axis, The moment of inertia of the shaft.

3. The method for analyzing the energy flow coupling characteristics between the flight control steering gear and the airborne energy source according to claim 1, characterized in that: In step S23, the formula for calculating the three-axis speed is: ； In the formula, , , Aircraft Along-the-Aircraft System axis, axis, The total external force on the shaft is , , Aircraft Along-the-Aircraft System axis, axis, The translational speed of the axis; the current aircraft airspeed , Angle of Attack With tilt angle for: ； ； in, is the angle of attack, is the tilt angle.

4. The method for analyzing the energy flow coupling characteristics between the flight control steering gear and the airborne energy source according to claim 3, characterized in that: The rudder surface load can be expressed as: , where is the aerodynamic force on the rudder surface, is the hinge moment acting on the rudder surface; Among them, the calculation formula of the hinge moment on the rudder surface is: ； in, is the hinge moment on the rudder surface, is the local airflow incident angle at the rudder surface The derivative of the hinge moment coefficient caused by is the control surface deflection angle The derivative of the hinge moment coefficient caused by is the dynamic pressure, is the rudder surface area, is the characteristic length of the rudder surface.

5. The method for analyzing the energy flow coupling characteristics between the flight control steering gear and the airborne energy source according to claim 4, characterized in that: The calculation formula of the local dynamic pressure of the rudder surface is: ； In the formula, For the machine system The local translational velocity of the axis, For the machine system The local translational velocity of the axis, For the machine system The local translational velocity of the axis, is the air density; The calculation formula for the local airflow incident angle at the rudder surface is: ； in, is the installation angle of the rudder surface, is the local airflow incidence angle. For ailerons, elevators, flaperons, horizontal tail, trailing edge flaps, and leading edge slats, ; For the rudder, .

6. The method for analyzing the energy flow coupling characteristics between the flight control steering gear and the airborne energy source according to claim 1, characterized in that: The key characteristic parameters include power, voltage and current between the electric actuator and the onboard power grid; or, The key characteristic parameters include power and flow between the hydraulic actuator and the hydraulic system.

7. The method for analyzing the energy flow coupling characteristics between the flight control steering gear and the airborne energy source according to claim 1, characterized in that: The energy flow coupling relationship between the electric actuator and the airborne power grid is: ； In the formula, is the power between the electric actuator and the onboard power grid, Voltage, Current, The current rudder angle command of the aircraft, Rudder angular velocity, is the rudder hinge moment, Generator torque input, Current generator speed.

8. The method for analyzing the energy flow coupling characteristics between the flight control steering gear and the airborne energy source according to claim 1, characterized in that: The energy flow coupling relationship between the hydraulic actuator and the airborne hydraulic system is: ； ； in, The power of the hydraulic system, Energy provided to the hydraulic system; is the current rudder angle of the aircraft, is the rudder angular velocity, is the rudder hinge moment, Generator torque input, Current generator speed.

9. A system for analyzing the energy flow coupling characteristics between a flight control steering gear and an airborne energy source: characterized in that: It includes flight environment and working condition setting module, flight controller, aircraft six-DOF dynamics model, flight control steering gear model, airborne energy network model, aerodynamic load solution module at each control surface and energy flow data extraction and analysis module; The user inputs the flight conditions through the flight environment and working condition setting module to generate the flight state of the target action, and inputs the target flight state into the flight controller to solve and obtain the flight control instructions of the main flight control rudder surface as the input of the flight control servo model. The flight control servo model completes the flight actuation according to the flight control law, and inputs the actuation position information into the aircraft six-DOF dynamics model. The aircraft six-DOF dynamics model solves the aircraft airspeed, angle of attack and three-axis angular velocity according to the environmental conditions and the actuation position information, and inputs the actuation position information together with the actual position information of the servo into the rudder surface aerodynamic load solution module to complete the real-time solution of the rudder surface aerodynamic load; each main flight control servo generates different energy requirements according to different position instructions and aerodynamic load inputs, and energy flow coupling data is generated between the airborne energy network model and the flight control servo model. The energy flow coupling data generated between the airborne energy network model and the flight control servo model includes the energy flow coupling relationship between the electric actuator and the airborne power grid, and the energy flow coupling relationship between the hydraulic actuator and the airborne hydraulic system; Use the energy flow data extraction and analysis module to extract and analyze the generated energy flow coupling data; The solution process of the aircraft six-DOF dynamic model includes: S21, obtaining the target control surface deflection and throttle opening; S22, obtaining six-degree-of-freedom forces and moments; S23, calculating the three-axis angular velocity and the three-axis velocity; S24, calculate the aircraft airspeed, angle of attack, and sideslip angle; S25, calculating the aircraft attitude angle and position; S26, using the control surface deflection angle, control surface deflection speed, aircraft airspeed, angle of attack and three-axis angular velocity to solve the energy flow characteristics; In step S23, the formula for calculating the three-axis angular velocity is: ； In the formula, , , Aircraft bypass system axis, axis, The angular velocity of the axis, , , Aircraft bypass system axis, axis, The moment of inertia of the shaft.

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