Aircraft rolling performance determination method and system, electronic equipment and readable storage medium
By calculating the roll time constant Tr and the steady-state roll angular velocity p∞, and calculating the roll angle φ(t) that changes with time, this method solves the problem of incomplete aerodynamic data in the early stage of aircraft design and achieves fast and accurate aircraft roll. Transfer performance calculations to meet the need for rapid iteration of aircraft design solutions.
Patent Information
- Application Number
- CN202411522355.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-29
- Publication Date
- 2025-01-21
AI Technical Summary
In the early and mid-term of the aircraft design plan, the aerodynamic data is incomplete and frequently updated, resulting in the calculation method based on the horizontal small disturbance linearized AB array or the six-degree of freedom simulation model based on the aircraft requires multiple linear and modeling, and repeated work is often done. Inefficient and difficult to meet the needs of rapid iteration.
Provide a method of aircraft rolling performance, calculate the rolling time constant TR and steady -state roller angle speed P∞, and use these parameters to calculate the rolling angle φ (T) that changes over time, so as to obtain the rolling performance of the aircraft's rolling performance Essence There are fewer pneumatic data used in this method, the calculation principles are clear, and the method is simple.
This method can quickly and accurately obtain the aircraft roll performance, has low calculation difficulty, and facilitates rapid calculation during the iteration process of the aircraft design scheme. The obtained results are close to the traditional method and use less aerodynamic data.
Smart Images
Figure CN119337506A_ABST
Abstract
Description
Technical Field
[0001] The present application belongs to the technical field of aircraft roll performance determination, and specifically relates to an aircraft roll performance determination method, system, electronic equipment, and readable storage medium. Background Art
[0002] Roll performance is an important indicator of the aircraft's lateral flight quality. It is the time it takes for the aircraft to reach a certain roll angle from level flight with a roll angle of 0° after the ailerons are fully deflected. This indicator reflects the size of the aircraft's lateral rolling ability. The shorter the time taken for the rolling process and the greater the roll angular velocity, the stronger the aircraft's rolling maneuverability.
[0003] Given the importance of roll performance, calculation and evaluation of roll performance will be carried out during the aircraft design phase to check the rationality of the aileron design. This will facilitate the use of control surface design measures such as aileron area adjustment and spoiler-assisted roll to ensure that the roll performance meets the required level requirements as much as possible and avoid disruptive changes in subsequent design schemes.
[0004] Currently, during the aircraft design stage, the rolling performance is mostly determined by using a calculation method based on the AB matrix with small lateral and directional disturbance linearization or based on the aircraft's six-degree-of-freedom simulation model.
[0005] Based on the calculation method of AB matrix linearized by small lateral and directional disturbances, the AB matrix is linearized by small lateral and directional disturbances to establish a state space response model of the roll angle to the aileron step input, or solve the transfer function of the roll angle to the aileron. By applying step input to the aileron, the time taken to reach a certain bank angle is solved to obtain the aircraft roll performance.
[0006] Based on the calculation method of the six-degree-of-freedom simulation model of the aircraft, the six-degree-of-freedom simulation model of the aircraft is established, the balanced flight state is selected, and a step input is applied to the aileron to solve the aircraft rolling performance.
[0007] The calculation method based on the linearization of the AB matrix with small lateral perturbations or based on the six-degree-of-freedom simulation model of the aircraft can obtain relatively accurate aircraft roll performance. However, before the aircraft design plan is frozen, in the early and middle stages of the design stage, the aircraft's aerodynamic data is often incomplete and will be updated many times. When calculating the aircraft roll performance based on the linearization of the AB matrix with small lateral perturbations or based on the six-degree-of-freedom simulation model of the aircraft, it is necessary to carry out multiple linearization and modeling work due to the incomplete aerodynamic data, which involves a lot of repetitive work, a huge workload, and low efficiency. It is difficult to meet the needs of rapid iteration of the aircraft design plan, thus affecting the aircraft development progress.
[0008] This application is proposed in view of the above-mentioned technical defects. Summary of the invention
[0009] The purpose of the present application is to provide a method, system, electronic device, and readable storage medium for determining aircraft roll performance, so as to overcome or alleviate at least one of the known technical deficiencies.
[0010] The technical solution of this application is:
[0011] On the one hand, a method for determining aircraft roll performance is provided, comprising:
[0012] Step 1: Calculate the rolling time constant T r ;
[0013] Step 2: Calculate the steady-state roll angular velocity p ∞ ;
[0014] Step 3: Roll time constant T r , steady-state roll angular velocity p ∞ , calculate the roll angle φ(t) that changes with time, and obtain the aircraft's roll performance.
[0015] In the above-mentioned method for determining the aircraft rolling performance, in step 1, the aircraft moment of inertia I x , atmospheric density ρ, flight speed V, aircraft wing area S, aircraft wingspan b, lateral dynamic derivative C lp , calculate the roll time constant T r .
[0016] In the above-mentioned method for determining the aircraft rolling performance, step 1 is specifically as follows:
[0017]
[0018] In the above-mentioned method for determining the aircraft rolling performance, in step 2, the lateral dynamic derivative C lp , aircraft wingspan b, flight speed V, aileron efficiency C l,δa 、Aileron maximum deflection angle δ a , calculate the steady-state rolling angular velocity p ∞ .
[0019] In the above-mentioned method for determining the aircraft rolling performance, step 2 is specifically as follows:
[0020]
[0021] In the above-mentioned method for determining the aircraft roll performance, in step 3, the roll time constant T r , steady-state roll angular velocity p ∞ , calculate the time-varying roll angle φ(t), specifically:
[0022]
[0023] Another aspect provides an aircraft roll performance determination system, comprising:
[0024] Roll time constant calculation module, used to calculate the roll time constant T r ;
[0025] Steady-state roll angular velocity calculation module, used to calculate the steady-state roll angular velocity p ∞ ;
[0026] The aircraft roll performance determination module is used to determine the roll time constant T r , steady-state roll angular velocity p ∞ , calculate the roll angle φ(t) that changes with time, and obtain the aircraft's roll performance.
[0027] In the above-mentioned aircraft roll performance determination system, in the roll time constant calculation module, the aircraft inertia moment I x , atmospheric density ρ, flight speed V, aircraft wing area S, aircraft wingspan b, lateral dynamic derivative C lp , calculate the roll time constant T r .
[0028] In the above-mentioned aircraft roll performance determination system, the roll time constant calculation module calculates the roll time constant T r Specifically:
[0029]
[0030] In the above-mentioned aircraft roll performance determination system, in the steady-state roll angular velocity calculation module, the lateral dynamic derivative C lp , aircraft wingspan b, flight speed V, aileron efficiency C l,δa 、Aileron maximum deflection angle δ a , calculate the steady-state rolling angular velocity p ∞ .
[0031] In the above-mentioned aircraft roll performance determination system, in the steady-state roll angular velocity calculation module, the steady-state roll angular velocity p is calculated. ∞ , specifically:
[0032]
[0033] In the above-mentioned aircraft roll performance determination system, in the aircraft roll performance determination module, the roll time constant T r , steady-state roll angular velocity p ∞ , calculate the time-varying roll angle φ(t), specifically:
[0034]
[0035] Another aspect provides an electronic device, comprising:
[0036] processor;
[0037] A memory stores a computer program, wherein the computer program is configured to implement any of the above-mentioned methods for determining the aircraft rolling performance when executed by the processor.
[0038] On the other hand, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, any of the above-mentioned methods for determining the aircraft roll performance can be implemented.
[0039] This application has at least the following beneficial technical effects:
[0040] Provided are a method, system, electronic device, and readable storage medium for determining aircraft roll performance. The calculation principle is clear and the method is simple. The obtained result is close to the result of a calculation method based on a small lateral and heading perturbation linearized AB array and a six-degree-of-freedom simulation model of the aircraft. Less aerodynamic data is used, and the aircraft roll performance can be obtained quickly and accurately. The calculation difficulty is low, and the rapid calculation in the iterative process of aircraft design schemes is convenient. BRIEF DESCRIPTION OF THE DRAWINGS
[0041] Figure 1 It is a schematic diagram of the change process of the rapid attenuation change of the roll angular velocity of the aircraft in the early stage of disturbance provided by the embodiment of the present application;
[0042] Figure 2 is a schematic diagram of the calculation of the roll angle of an aircraft provided in an embodiment of the present application;
[0043] Figure 3 It is a schematic diagram comparing the change of the roll angle obtained over time by the method for determining the aircraft roll performance provided in an embodiment of the present application and the calculation method based on the AB matrix of small lateral perturbation linearization and the aircraft six-degree-of-freedom simulation model.
[0044] In order to better illustrate the present embodiment, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of the actual product. In addition, the drawings are only used for illustrative purposes and should not be construed as limitations on the present application. DETAILED DESCRIPTION
[0045] In order to make the technical solution and advantages of the present application clearer, the technical solution of the present application will be described in further detail in detail and in detail with reference to the accompanying drawings. It can be understood that the specific embodiments described here are only partial embodiments of the present application, which are only used to explain the present application, not to limit the present application. It should be noted that, for the convenience of description, only the parts related to the present application are shown in the accompanying drawings, and other related parts can refer to the general design.
[0046] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of this application shall have the usual meanings understood by those of ordinary skill in the art to which this application belongs. The words used in the description of this application to indicate orientation are only used to indicate relative directions or positional relationships. When the absolute position of the described object changes, its relative positional relationship may also change accordingly. The word "include" used in the description of this application indicates that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, but does not exclude other elements or objects.
[0047] In addition, it should be noted that, unless otherwise clearly specified and limited, the words "installation", "connection" and similar terms used in the description of this application should be understood in a broad sense. For example, the connection can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. Technical personnel in the field can understand its specific meaning in this application according to the specific circumstances.
[0048] Usually, the four characteristic roots of the aircraft's lateral heading A array can be divided into three modes, including a pair of conjugate negative roots corresponding to the Dutch roll mode, a large negative real root corresponding to the roll convergence mode, and a small real root corresponding to the spiral mode.
[0049] The roll convergent mode is a monotonic mode that decays rapidly, has a short half-life, and a roll time constant T. r is the index of this mode, calculated as follows:
[0050]
[0051] in,
[0052] I x is the aircraft moment of inertia;
[0053] ρ is the atmospheric density;
[0054] V is the flight speed;
[0055] S is the aircraft wing area;
[0056] b is the wingspan of the aircraft;
[0057] C lp Lateral dynamic derivative.
[0058] The roll convergence mode is manifested in the early stage of disturbance, which is manifested as the rapid attenuation change of the aircraft's roll angular velocity p. It is little affected by the yaw angular velocity and the sideslip angle. When the aileron step input is applied, it can be approximately considered that only the change history of the roll angular velocity is considered. The change of the roll angular velocity p is calculated as follows:
[0059]
[0060] in,
[0061] p ∞ is the steady-state roll angular velocity.
[0062] The rapid decay of the aircraft's roll angular velocity p at the initial stage of disturbance is as follows: Figure 1 shown.
[0063] Steady-state roll angular velocity p ∞ It can be understood that after the aileron step input, only the change history of the roll angular velocity is considered, and the stable value that the roll angular velocity p will eventually reach can be approximately calculated according to the following formula:
[0064]
[0065] in,
[0066] C l,δa is the aileron efficiency;
[0067] δ a is the maximum aileron deflection angle.
[0068] The data used in the calculations of equations 1 to 3 are easy to obtain and can be used to solve the change in angular velocity. Figure 1 For , ignoring the effects of sideslip angle and yaw rate, the area enclosed by the roll rate and the time axis is approximately the roll angle φ(t) of the aircraft, as Figure 2 shown.
[0069] By integrating equation 2 as equation 4, we can obtain the change of roll angle φ(t) with time, as shown in equation 5. At t = 0s, the aircraft roll angle and angular velocity are both 0, satisfying p = 0° / s, φ = 0°.
[0070]
[0071]
[0072] Substituting equation 1 and equation 3 into equation 5, we have:
[0073]
[0074] Formula 6 is computationally equivalent to Formula 5.
[0075] In the above, the aircraft moment of inertia I x The unit can be selected as kg.m 2 The unit of atmospheric density ρ can be selected as kg / m 3 The flight speed V can be selected as m / s, and the aircraft wing area S can be selected as m 2 The unit of the aircraft wingspan b can be selected as m, and the lateral dynamic derivative C lpThe unit can be selected as 1 / rad, aileron efficiency C l,δa The unit can be selected as 1 / °, the maximum aileron deflection angle δ a The unit can be selected as °.
[0076] Based on the above, the present invention provides a method for determining the roll performance of an aircraft, and the roll time constant T is calculated by formula 1: r , calculate the steady-state roll angular velocity p using Equation 3 ∞ , and then use Formula 5 or directly Formula 6 to calculate the roll angle φ(t) that changes with time. In this way, the time taken for the aircraft to reach a certain roll angle is obtained, and the roll performance of the aircraft is obtained. Usually, the roll angle φ(t) within 0 to 6 seconds can be taken. It has theoretical support, simple calculation, strong feasibility, and can quickly obtain high-accuracy results using a small amount of easily available data. Compared with the calculation method based on the AB matrix of small lateral and heading perturbation linearization and the aircraft six-degree-of-freedom simulation model, it has higher efficiency and can well meet the needs of rapid iteration of aircraft design solutions to ensure the development progress of the aircraft.
[0077] Step 1: Calculate the rolling time constant T r .
[0078] The aircraft moment of inertia I x , atmospheric density ρ, flight speed V, aircraft wing area S, aircraft wingspan b, lateral dynamic derivative C lp , calculate the roll time constant T r , as follows:
[0079]
[0080] Step 2: Calculate the steady-state roll angular velocity p ∞ .
[0081] The lateral dynamic derivative C lp , aircraft wingspan b, flight speed V, aileron efficiency C l,δa 、Aileron maximum deflection angle δ a , calculate the steady-state rolling angular velocity p ∞ , as follows:
[0082]
[0083] Step 3: Roll time constant T r , steady-state roll angular velocity p ∞ , calculate the roll angle φ(t) that changes with time, and obtain the aircraft's roll performance.
[0084]
[0085] In a specific embodiment, the altitude of 100m corresponds to an atmospheric density of 1.21kg / m3, the Mach number of 0.25 corresponds to a flight speed of 102m / s, the aircraft wing area is 300m2, the aircraft wingspan is 70m, the aircraft x-axis moment of inertia is 50000000kg.m3, and the lateral damping derivative is -0.68 / rad. The rolling time constant T is calculated. r =1.62s.
[0086] The aircraft aileron efficiency is -0.0055 / °, the maximum aileron deflection angle is -20°, and the steady-state rolling angular velocity p is calculated. ∞ =26.9° / s.
[0087] The roll angle φ(t) varying with time is calculated as shown in the following table:
[0088] Using the table above, the time required to find a 30° roll angle is approximately 2.3 to 2.4 seconds, and the detailed calculation is 2.35 seconds, which gives the aircraft roll performance at a 30° roll angle.
[0089] The roll angle variation over time obtained by using the method for determining the roll performance of the aircraft disclosed in the above embodiment and the calculation method based on the AB matrix of small lateral disturbance linearization and the aircraft six-degree-of-freedom simulation model is as follows: Figure 3 As shown, the calculation method based on the AB matrix of small perturbation linearization in the lateral heading and based on the six-degree-of-freedom simulation model of the aircraft obtains that the time taken for a 30° roll angle is about 2.38 s, which is basically consistent with the result obtained by the method for determining the aircraft roll performance disclosed in the above embodiment.
[0090] The method for determining the roll performance of an aircraft disclosed in the above embodiment utilizes the characteristics of the change of the roll angular velocity of the aircraft after the aileron step input, and derives the calculation formula of the change of the roll angle with time after the aileron step input, and then solves the time used to reach a certain slope to obtain the roll performance of the aircraft. The calculation principle is clear, the method is simple, and the result obtained is close to the result of the calculation method based on the AB matrix of small lateral and heading disturbance linearization and the six-degree-of-freedom simulation model of the aircraft. The aerodynamic data used is small, and mainly a small number of parameters that are easy to obtain, such as wing area, wingspan, moment of inertia, aileron efficiency, and lateral damping derivative, are used. In this way, the roll performance of the aircraft can be obtained quickly and accurately, and the calculation difficulty is low, which is convenient for rapid calculation in the iteration process of the aircraft design scheme.
[0091] Another aspect provides an aircraft roll performance determination system, comprising:
[0092] Roll time constant calculation module, used to calculate the roll time constant T r ;
[0093] Steady-state roll angular velocity calculation module, used to calculate the steady-state roll angular velocity p ∞ ;
[0094] The aircraft roll performance determination module is used to determine the roll time constant T r , steady-state roll angular velocity p ∞ , calculate the roll angle φ(t) that changes with time, and obtain the aircraft's roll performance.
[0095] Optionally, in the above-mentioned aircraft roll performance determination system, in the roll time constant calculation module, the aircraft moment of inertia I x , atmospheric density ρ, flight speed V, aircraft wing area S, aircraft wingspan b, lateral dynamic derivative C lp , calculate the roll time constant T r .
[0096] Optionally, in the above-mentioned aircraft roll performance determination system, the roll time constant calculation module calculates the roll time constant T r Specifically:
[0097]
[0098] Optionally, in the above-mentioned aircraft roll performance determination system, in the steady-state roll angular velocity calculation module, the lateral dynamic derivative C lp , aircraft wingspan b, flight speed V, aileron efficiency C l,δa 、Aileron maximum deflection angle δ a , calculate the steady-state rolling angular velocity p ∞ .
[0099] Optionally, in the above-mentioned aircraft roll performance determination system, in the steady-state roll angular velocity calculation module, the steady-state roll angular velocity p is calculated. ∞ , specifically:
[0100]
[0101] Optionally, in the above-mentioned aircraft roll performance determination system, in the aircraft roll performance determination module, the roll time constant T r , steady-state roll angular velocity p ∞ , calculate the time-varying roll angle φ(t), specifically:
[0102]
[0103] As for the aircraft roll performance determination system disclosed in the above-mentioned embodiment, since it corresponds to the aircraft roll performance determination method disclosed in the above-mentioned embodiment, the description is relatively simple. For specific related matters, please refer to the relevant description of the aircraft roll performance determination method part. Its technical effects can also refer to the technical effects of the relevant part of the aircraft roll performance determination method, which will not be repeated here.
[0104] In addition, technicians in the field should also be able to realize that the various modules of the aircraft roll performance determination system disclosed in the embodiments of the present application can be implemented by electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, this application generally describes them according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Technicians in the field can choose to adopt different methods to implement the described functions for each specific application and its actual constraints, but such implementation should not be considered to be beyond the scope of this application.
[0105] Another aspect provides an electronic device, comprising:
[0106] processor;
[0107] A memory stores a computer program, wherein the computer program is configured to implement any of the above-mentioned methods for determining the aircraft rolling performance when executed by the processor.
[0108] In some optional embodiments, the processor can be a central processing unit CPU or other form of processing unit with data processing capability and / or instruction execution capability, can be a general-purpose processor or a special-purpose processor, and can control other components in the compensation electronic device to perform the desired functions.
[0109] In some optional embodiments, the memory may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory, the volatile memory may be a random access memory RAM and / or a cache memory cache, and the non-volatile memory may be a read-only memory ROM, a hard disk, a flash memory, etc. The memory may store a computer program, and the processor runs the computer program to implement the functions in the embodiments of the present application and / or other desired functions. In addition, various application programs and various data may also be stored.
[0110] In some optional embodiments, the processor and the memory may be connected via a bus system, which may be a serial or parallel communication bus or the like.
[0111] It should be noted that, for the sake of clarity and brevity, not all components of the electronic device are shown in the above embodiments. To implement the necessary functions of the electronic device, technicians in the field can provide and set other components not shown according to specific needs.
[0112] For the electronic device disclosed in the above embodiment, since its processor can implement any of the above-mentioned methods for determining aircraft roll performance when executing the computer program stored in its memory, its technical effects can be correspondingly referred to the technical effects of the above-mentioned method for determining aircraft roll performance, and will not be repeated here. In another aspect, a computer-readable storage medium is provided, which stores a computer program, and when the computer program is executed by the processor, any of the above-mentioned methods for determining aircraft roll performance can be implemented.
[0113] In some optional embodiments, the computer-readable storage medium may include a memory card of a smartphone, a storage component of a tablet computer, a hard disk of a personal computer, a random access memory RAM, a read-only memory ROM, an erasable programmable read-only memory EPROM, a portable compact disk read-only memory CD-ROM, flash memory, or any combination of the above storage media, or other applicable storage media.
[0114] The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other. In the absence of conflict, the embodiments in this application and the technical features in the embodiments can be combined with each other to obtain new embodiments.
[0115] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of the present application is obviously not limited to these specific embodiments. Without departing from the principles of the present application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the scope of protection of the present application.
Claims
1. A method for determining aircraft roll performance, characterized in that: include: Step 1: Calculate the rolling time constant T r ; Step 2: Calculate the steady-state roll angular velocity p ∞ ; Step 3: Roll time constant T r , steady-state roll angular velocity p ∞ , calculate the roll angle φ(t) that changes with time, and obtain the aircraft's roll performance.
2. The method for determining the aircraft rolling performance according to claim 1, characterized in that: In step 1, the aircraft moment of inertia I x , atmospheric density ρ, flight speed V, aircraft wing area S, aircraft wingspan b, lateral dynamic derivative C lp , calculate the roll time constant T r .
3. The method for determining the aircraft rolling performance according to claim 2, characterized in that: Step 1 is as follows:
4. The method for determining the aircraft rolling performance according to claim 3, characterized in that: In step 2, the lateral dynamic derivative C lp , aircraft wingspan b, flight speed V, aileron efficiency C l,δa 、Aileron maximum deflection angle δ a , calculate the steady-state rolling angular velocity p ∞ .
5. The method for determining the aircraft rolling performance according to claim 4, characterized in that: Step 2 is as follows:
6. The method for determining the aircraft rolling performance according to claim 5, characterized in that: In step 3, the rolling time constant T r , steady-state roll angular velocity p ∞ , calculate the time-varying roll angle φ(t), specifically:
7. A system for determining aircraft roll performance, characterized in that: include: Roll time constant calculation module, used to calculate the roll time constant T r ; Steady-state roll angular velocity calculation module, used to calculate the steady-state roll angular velocity p ∞ ; The aircraft roll performance determination module is used to determine the roll time constant T r , steady-state roll angular velocity p ∞ , calculate the roll angle φ(t) that changes with time, and obtain the aircraft's roll performance.
8. The aircraft roll performance determination system according to claim 7, characterized in that: In the roll time constant calculation module, the aircraft moment of inertia I x , atmospheric density ρ, flight speed V, aircraft wing area S, aircraft wingspan b, lateral dynamic derivative C lp , calculate the roll time constant T r .
9. The aircraft roll performance determination system according to claim 8, characterized in that: In the roll time constant calculation module, the roll time constant T is calculated. r Specifically:
10. The aircraft roll performance determination system according to claim 9, characterized in that: In the steady-state roll angular velocity calculation module, the lateral dynamic derivative C lp , aircraft wingspan b, flight speed V, aileron efficiency C l,δa 、Aileron maximum deflection angle δ a , calculate the steady-state rolling angular velocity p ∞ .
11. The aircraft roll performance determination system according to claim 10, characterized in that: In the steady-state roll angular velocity calculation module, the steady-state roll angular velocity p is calculated. ∞ , specifically:
12. The aircraft roll performance determination system according to claim 11, characterized in that: In the aircraft roll performance determination module, the roll time constant T r , steady-state roll angular velocity p ∞ , calculate the time-varying roll angle φ(t), specifically:
13. An electronic device, characterized in that: include: processor; A memory storing a computer program, wherein the computer program is configured to implement the aircraft rolling performance determination method of claim 1 when executed by the processor.
14. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method for determining the aircraft rolling performance according to claim 1 can be implemented.