Propeller-driven aircraft lift characteristic calculation method considering dynamic influence

Abstract

The invention provides a propeller-driven aircraft lift characteristic calculation method considering dynamic influence. The lift coefficient generated by the propeller-driven aircraft and the pulley thereof is obtained by taking full advantage of the influence of the attack angle, the speed, the engine tension, the number of engines, the size and position of an engine nacelle, the tension line attack angle, the wing mounting angle, the propeller diameter, the flap deflection angle, the flap chord length, the wing elongation and aspect ratio, the propeller slip flow deflection angle and the slip flow viscosity loss on the lift; the method is used for calculating the lift force generated by the propeller-driven aircraft and the slip flow of the propeller-driven aircraft, the lift force generated by the propeller-driven aircraft and the slip flow of the propeller-driven aircraft can be accurately obtained, and effective support can be provided for design, improvement and control of the propeller-driven aircraft.

Description

Technical Field

[0001] The present application belongs to the field of propeller aircraft lift calculation, and specifically relates to a propeller aircraft lift characteristic calculation method taking into account the influence of power. Background Art

[0002] Propeller aircraft have excellent power increase characteristics, which can effectively improve the aircraft's take-off and landing performance.

[0003] The lift increment of propeller aircraft comes from propeller slipstream and propeller thrust component. The lift-increasing capacity of propeller slipstream involves multiple factors affected by power, such as thrust coefficient, propeller slipstream deflection angle, slipstream viscosity loss, etc. The lift coefficient of propeller aircraft is closely related to parameters such as stall angle of attack, speed, engine thrust, propeller disc diameter, flap configuration, etc. Therefore, there is currently a lack of a propeller aircraft lift characteristic calculation method that takes into account the influence of power, making it difficult to accurately obtain the lift of propeller aircraft and the lift generated by its slipstream, which provides effective support for the design, improvement and control of propeller aircraft.

[0004] This application is proposed in view of the above-mentioned technical defects. Summary of the invention

[0005] The purpose of the present application is to provide a method for calculating the lift characteristics of a propeller aircraft taking into account the influence of power, so as to overcome or alleviate at least one aspect of the known technical defects.

[0006] The technical solution of this application is:

[0007] A method for calculating lift characteristics of a propeller aircraft considering the influence of power, comprising:

[0008] Step 1: Calculate the tension coefficient C T Lower propeller slipstream deflection angle θ s ;

[0009] Step 2: Calculate the tension coefficient C T The slipstream viscous loss factor k of the lower propeller s ;

[0010] Step 3: Take the tension coefficient C T Lower propeller slipstream deflection angle θ s , propeller slipstream viscous loss factor k s , calculate the airflow normal force coefficient C affected by dynamics Z ;

[0011] Step 4: The normal force coefficient C of the airflow affected by the dynamics Z , calculate the lift coefficient C generated by the slipstream Ls .

[0012] According to at least one embodiment of the present application, in the above-mentioned method for calculating the lift characteristics of a propeller aircraft considering the influence of power, step 1 includes:

[0013] S11. Calculate the slipstream deflection angle in the zero pull coefficient state

[0014] S12, slipstream deflection angle when the pull coefficient is 1

[0015] S13, slipstream deflection angle at zero tension coefficient Slipstream deflection angle when the pull coefficient is 1 Calculation of tension coefficient C T Lower propeller slipstream deflection angle θ s .

[0016] According to at least one embodiment of the present application, in the above-mentioned method for calculating the lift characteristics of a propeller aircraft considering the influence of power, S11 is specifically:

[0017]

[0018] According to at least one embodiment of the present application, in the above-mentioned method for calculating the lift characteristics of a propeller aircraft considering the influence of power, S12 is specifically:

[0019] α p =α-θ pb ;

[0020] in,

[0021] α p They are the angle of attack of the engine pull line relative to the local wing chord line and the angle of attack of the incoming flow relative to the pull line.

[0022] α is the aircraft angle of attack;

[0023] θ pb is the angle of attack of the engine pulling force line relative to the fuselage centerline;

[0024] i w =θ wi +θ pb ;

[0025] in,

[0026] i w is the intermediate calculation parameter;

[0027] θ wi is the installation angle of the local wing;

[0028] y ceff =0.5y c ;

[0029] in,

[0030] y ceff is the intermediate calculation parameter;

[0031] y c is the span width of the flap interrupted by the engine nacelle;

[0032]

[0033] in,

[0034] I yc is the intermediate calculation parameter;

[0035] D is the diameter of the propeller disc;

[0036]

[0037] in,

[0038] H ZP is the intermediate calculation parameter;

[0039] z p is the height of the wing leading edge relative to the incoming flow;

[0040]

[0041] in,

[0042] I zp is the intermediate calculation parameter;

[0043] interp1 is a linear interpolation function;

[0044] Dbsz1 and Izpsz1 are interpolation function calculation arrays;

[0045]

[0046] in,

[0047] K dc is the intermediate calculation parameter;

[0048] c is the chord length of the wing local to the engine;

[0049] Dbsz 2 and Kdsz2 are interpolation function calculation arrays;

[0050]

[0051] in,

[0052] is the intermediate calculation parameter;

[0053] α0 is the zero lift angle of attack when the aircraft flaps are fully retracted and the power is off;

[0054]

[0055] in,

[0056] dabf is the intermediate calculation parameter;

[0057] δ t1 is the deflection angle of the first flap of the double-slotted flap;

[0058] δ t2 is the deflection angle of the second flap;

[0059] f=interp1(dabsz3,fsz3,dabf);

[0060] in,

[0061] f is the weight coefficient;

[0062] dabsz3 and fsz3 are interpolation function calculation arrays;

[0063] c teff =fc t1 +(1-f)c t2 ;

[0064] in,

[0065] c teff is the effective chord length of the flap;

[0066] c t1 is the chord length of the first flap of the double-slotted flap;

[0067] c t2 is the chord length of the second flap;

[0068]

[0069] in,

[0070] K d is the intermediate calculation parameter;

[0071] Dbsz4 and Kdsz4 are interpolation function calculation arrays;

[0072]

[0073] in,

[0074] δ is the deflection angle of the trailing edge double-slotted Fuller flap.

[0075] According to at least one embodiment of the present application, in the above-mentioned method for calculating the lift characteristics of a propeller aircraft considering the influence of power, S13 is specifically:

[0076]

[0077] in,

[0078] C T is the thrust coefficient of the engine defined based on propeller thrust, slipstream pressure and propeller disc area.

[0079] According to at least one embodiment of the present application, in the above-mentioned method for calculating the lift characteristics of a propeller aircraft considering the influence of power, in S13,

[0080] or,

[0081] in,

[0082] p e is the pulling force of the engine;

[0083] q s is the slip velocity pressure;

[0084] S p is the paddle disc area;

[0085] T C The aircraft drag coefficient is defined based on the aircraft drag, incoming flow pressure and wing reference area;

[0086] N is the number of engines;

[0087] S ref is the wing reference surface.

[0088] According to at least one embodiment of the present application, in the above-mentioned method for calculating the lift characteristics of a propeller aircraft considering the influence of power, in S13,

[0089] S p =πD 2 / 4.

[0090] According to at least one embodiment of the present application, in the above-mentioned method for calculating the lift characteristics of a propeller aircraft considering the influence of power, in S13,

[0091]

[0092] in,

[0093] q0 is the flow rate pressure.

[0094] According to at least one embodiment of the present application, in the above-mentioned method for calculating the lift characteristics of a propeller aircraft considering the influence of power, in S13,

[0095]

[0096] in,

[0097] ρ is the air density;

[0098] V0 is the incoming flow velocity.

[0099] According to at least one embodiment of the present application, in the above-mentioned method for calculating the lift characteristics of a propeller aircraft considering the influence of power, step 2 includes:

[0100] S21. Calculation of the viscous loss factor of the glide flow with zero pull coefficient

[0101] S22, calculate the viscous loss factor of the glide flow under the tension coefficient 1

[0102] S23, viscous loss factor of glide flow with zero tension coefficient The viscous loss factor of the glide flow under the tension coefficient 1 Calculation of tension coefficient C T The slipstream viscous loss factor k of the lower propeller s .

[0103] According to at least one embodiment of the present application, in the above-mentioned method for calculating the lift characteristics of a propeller aircraft considering the influence of power, S21 is specifically:

[0104]

[0105] According to at least one embodiment of the present application, in the above-mentioned method for calculating the lift characteristics of a propeller aircraft considering the influence of power, S22 is specifically:

[0106]

[0107] in,

[0108] J yc is the intermediate calculation parameter;

[0109] J iw =1+0.05i w ;

[0110] in,

[0111] J iw is the intermediate calculation parameter;

[0112] △[k s ] 1d =interp1(kj sz,dkssz,k d δ);

[0113] in,

[0114] △[k s ]1d is the increment of the viscous loss factor of the glide flow when the tension coefficient is 1;

[0115] kj sz and dkssz are interpolation function calculation arrays;

[0116]

[0117] in,

[0118] is the slip flow viscous loss factor when the pull coefficient is 1 and the flap deflection angle is 0.

[0119] According to at least one embodiment of the present application, in the above-mentioned method for calculating the lift characteristics of a propeller aircraft considering the influence of power, S23 is specifically:

[0120]

[0121] According to at least one embodiment of the present application, in the above-mentioned method for calculating the lift characteristics of a propeller aircraft considering the influence of power, step 4 is specifically as follows:

[0122]

[0123] in,

[0124] r is an intermediate calculation parameter.

[0125]

[0126] in,

[0127] C Zwf ' is the airflow normal force coefficient of the wing + flap system defined based on the slipstream pressure and the blade disc area;

[0128] b W for wingspan;

[0129]

[0130] in,

[0131] C Zwf is the airflow normal force coefficient of the wing + flap system;

[0132]

[0133] in,

[0134] C LαW is the lift line slope of the wing;

[0135] C Lαb is the lift line slope of the fuselage;

[0136] C Lαht is the lift line slope of the horizontal tail.

[0137] According to at least one embodiment of the present application, in the above-mentioned method for calculating the lift characteristics of a propeller aircraft considering the influence of power, step 4 is specifically as follows:

[0138] C Ls =C Z -T C sinα p -[C L ]0.

[0139] This application has at least the following beneficial technical effects:

[0140] The invention provides a method for calculating the lift characteristics of a propeller aircraft taking into account the influence of power, and fully considers the influence of angle of attack, speed, engine thrust, number of engines, size and position of engine nacelle, angle of attack of thrust line, wing mounting angle, propeller diameter, flap deflection angle, flap chord length, wing span and aspect ratio, propeller slipstream deflection angle, and slipstream viscosity loss on lift, and obtains the lift coefficient generated by the propeller aircraft and its pulley, which is used to calculate the lift generated by the propeller aircraft and its slipstream, and can accurately obtain the lift generated by the propeller aircraft and its slipstream, and can provide effective support for the design, improvement and control of propeller aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0141] Figure 1 It is a schematic diagram of a method for calculating the lift characteristics of a propeller aircraft taking into account the influence of power provided in an embodiment of the present application.

[0142] 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

[0143] 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.

[0144] 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.

[0145] 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.

[0146] A method for calculating the lift characteristics of propeller aircraft considering the influence of power, such as Figure 1 shown.

[0147] Step 1: Calculate the tension coefficient C T Lower propeller slipstream deflection angle θ s .

[0148] S11. Calculate the slipstream deflection angle in the zero pull coefficient state

[0149]

[0150] in,

[0151] AR is the wing aspect ratio;

[0152] [C L ]0, [C D ]0 is the lift coefficient of the aircraft in the unpowered state;

[0153] [C L ]0, [C D ]0 are the drag coefficients of the aircraft in the unpowered state.

[0154] S12, slipstream deflection angle when the pull coefficient is 1

[0155] α p =α-θ pb …………2-1

[0156] in,

[0157] α pThey are the angle of attack of the engine pull line relative to the local wing chord line and the angle of attack of the incoming flow relative to the pull line.

[0158] α is the aircraft angle of attack;

[0159] θ pb It is the angle of attack of the engine tension line relative to the center axis of the fuselage.

[0160] i w =θ wi +θ pb …………2-2

[0161] in,

[0162] i w is the intermediate calculation parameter;

[0163] θ wi is the installation angle of the local wing.

[0164] y ceff =0.5y c …………2-3

[0165] in,

[0166] y ceff is the intermediate calculation parameter;

[0167] y c It is the span width of the flap interrupted by the engine nacelle.

[0168]

[0169] in,

[0170] I yc is the intermediate calculation parameter;

[0171] D is the diameter of the paddle disc.

[0172]

[0173] in,

[0174] H ZP is the intermediate calculation parameter;

[0175] z p is the height of the wing leading edge relative to the incoming flow.

[0176]

[0177] in,

[0178] I zp is the intermediate calculation parameter;

[0179] interp1 is a linear interpolation function;

[0180] Dbsz1 and Izpsz1 are interpolation function calculation arrays. For details, please refer to the following table: Dbsz1 -0.3 -0.2 -0.1 0 0.1 0.2 0.3 Izpsz1 0.74 0.92 1 1 1 0.88 0.54

[0181]

[0182] in,

[0183] K dc is the intermediate calculation parameter;

[0184] c is the chord length of the wing local to the engine;

[0185] Dbsz2 and Kdsz2 are interpolation function calculation arrays. For details, please refer to the following table: Dbsz2 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 KdZ 0 0.27 0.45 0.6 0.7 0.77 0.82 0.86 0.88

[0186]

[0187] in,

[0188] is the intermediate calculation parameter;

[0189] α0 is the zero lift angle of attack when the aircraft flaps are fully retracted and the power is off.

[0190]

[0191] in,

[0192] dabf is the intermediate calculation parameter;

[0193] δ t1 is the deflection angle of the first flap of the double-slotted flap;

[0194] δ t2 is the deflection angle of the second flap.

[0195] f=interp1(dabsz3,fsz3,dabf)…………2-10

[0196] in,

[0197] f is the weight coefficient;

[0198] dabsz3 and fsz3 are interpolation function calculation arrays. For details, please refer to the following table: dabsz3 0 0.2 0.4 0.6 0.8 1 fsz3 0 0.16 0.34 0.55 0.76 1

[0199] c teff =fc t1 +(1-f)c t2 …………2-11

[0200] in,

[0201] c teff is the effective chord length of the flap;

[0202] c t1 is the chord length of the first flap of the double-slotted flap;

[0203] c t2 is the chord length of the second flap.

[0204]

[0205] in,

[0206] K d is the intermediate calculation parameter;

[0207] Dbsz4 and Kdsz4 are interpolation function calculation arrays. For details, please refer to the following table: Dbsz4 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 KdZ 0 0.27 0.45 0.6 0.7 0.77 0.82 0.86 0.88

[0208]

[0209] in,

[0210] δ is the deflection angle of the trailing edge double-slotted Fuller flap.

[0211] S13, slipstream deflection angle at zero tension coefficient Slipstream deflection angle when the pull coefficient is 1 Calculation of tension coefficient C T Lower propeller slipstream deflection angle θ s .

[0212]

[0213] in,

[0214] q0 is the flow velocity pressure;

[0215] ρ is the air density;

[0216] V0 is the incoming flow velocity.

[0217]

[0218] in,

[0219] T C The aircraft drag coefficient is defined based on the aircraft drag, incoming flow pressure and wing reference area;

[0220] N is the number of engines;

[0221] p e is the pulling force of the engine;

[0222] S ref is the wing reference surface.

[0223] S p =πD 2 / 4…………3-3

[0224] in,

[0225] S p is the paddle disc area.

[0226] or,

[0227] in,

[0228] C T is the thrust coefficient of the engine defined based on propeller thrust, slipstream pressure and propeller disc area;

[0229] q s is the slip velocity pressure.

[0230]

[0231] Step 2: Calculate the tension coefficient C T The slipstream viscous loss factor k of the lower propeller s .

[0232] S21. Calculation of the viscous loss factor of the glide flow with zero pull coefficient

[0233]

[0234] S22, calculate the viscous loss factor of the glide flow under the tension coefficient 1 .

[0235]

[0236] in,

[0237] J yc is the intermediate calculation parameter.

[0238] J iw =1+0.05i w …………5-2

[0239] in,

[0240] J iw is the intermediate calculation parameter.

[0241] △[k s ] 1d =interp1(kjsz,dkssz,kd δ)…………5-3

[0242] in,

[0243] △[k s ] 1d is the increment of the viscous loss factor of the glide flow when the tension coefficient is 1;

[0244] kjsz and dkssz are interpolation function calculation arrays. For details, please refer to the following table:

[0245]

[0246] in,

[0247] is the slip flow viscous loss factor when the pull coefficient is 1 and the flap deflection angle is 0.

[0248] δ=δ t1 +δ t2 …………5-5

[0249] S23, viscous loss factor of glide flow with zero tension coefficient The viscous loss factor of the glide flow under the tension coefficient 1 Calculation of tension coefficient C T The slipstream viscous loss factor k of the lower propeller s .

[0250]

[0251] Step 3: Take the tension coefficient C T Lower propeller slipstream deflection angle θ s , propeller slipstream viscous loss factor k s , calculate the airflow normal force coefficient C affected by dynamics Z .

[0252]

[0253] in,

[0254] r is an intermediate calculation parameter.

[0255]

[0256] in,

[0257] C Zwf ' is the airflow normal force coefficient of the wing + flap system defined based on the slipstream pressure and the blade disc area;

[0258] b W For wingspan.

[0259]

[0260] in,

[0261] C Zwf is the airflow normal force coefficient of the wing + flap system.

[0262]

[0263] in,

[0264] C LαW is the lift line slope of the wing;

[0265] C Lαb is the lift line slope of the fuselage;

[0266] C Lαht is the lift line slope of the horizontal tail.

[0267] The normal force coefficient of the airflow affected by the dynamics C Z It consists of two parts: the thrust component and the lift increment generated by the propeller slipstream.

[0268] Step 4: The normal force coefficient C of the airflow affected by the dynamics Z , calculate the lift coefficient C generated by the slipstream Ls .

[0269] C Ls =C Z -T C sinα p -[C L ]0.

[0270] In a specific example, the propeller aircraft has a wing area of ​​65m2, a wingspan of 26.2m, and an aspect ratio of 10.56. Two turboprop engines are suspended under the wing, with a propeller disk diameter of 4.4m, a local wing chord length of 2.6m, a thrust axis angle of attack of 1° relative to the fuselage axis, and a local wing installation angle of 3°. Takeoff configuration: the trailing edge double-slotted Fuller flap has a deflection angle of 20°+8°, the relative chord length of the two flaps is 0.2+0.1, and the chord length of the wing after the flap is released is 1.2 times the original chord length. The span length of the flap interrupted by the engine nacelle is 1.0m, and the height of the leading edge of the engine's local wing from the thrust axis is 0.246m. The lift coefficient of the aircraft at an angle of attack of 13.5° in the unpowered state is 2.18, the drag coefficient is 0.217, and the zero lift angle of attack of the flap retracted configuration is -2°. The lift line slope of the wing in the takeoff configuration is 0.097, the lift line slope of the fuselage is 0.003, and the lift line slope of the horizontal tail is 0.01. The drag coefficient is 1, and the slipstream viscosity loss factor is 0.001 when the flap deflection angle is 0. The incoming flow velocity is 75m / s, and the corresponding engine drag is 33.56KN. The aircraft has an angle of attack of 13.5°, and the lift coefficient is calculated using the propeller aircraft lift characteristic calculation method considering the power effect disclosed in the above embodiment as follows:

[0271] 1) Calculation As shown in Table 1 below:

[0272] 2) Calculation As shown in Table 2 below:

[0273] 3) Calculate θ s , as shown in Table 3 below:

[0274] 4) Calculation As shown in Table 4 below:

[0275] 5) Calculation As shown in Table 5 below:

[0276] 6) Calculate k s , as shown in Table 6 below:

[0277] 7) Calculate C Z , as shown in Table 7 below:

[0278] 8) Calculate C Ls , as shown in Table 8 below:

[0279] 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 calculating the lift characteristics of a propeller aircraft considering the influence of power, characterized in that: include: Step 1: Calculate the tension coefficient C T Lower propeller slipstream deflection angle θ s ; Step 2: Calculate the tension coefficient C T The slipstream viscous loss factor k of the lower propeller s ; Step 3: Take the tension coefficient C T Lower propeller slipstream deflection angle θ s , propeller slipstream viscous loss factor k s , calculate the airflow normal force coefficient C affected by dynamics Z ; Step 4: The normal force coefficient C of the airflow affected by the dynamics Z , calculate the lift coefficient C generated by the slipstream Ls .

2. The method for calculating lift characteristics of a propeller aircraft considering power effects according to claim 1, characterized in that: Step one includes: S11. Calculate the slipstream deflection angle in the zero pull coefficient state S12, slipstream deflection angle when the pull coefficient is 1 S13, slipstream deflection angle at zero tension coefficient Slipstream deflection angle when the pull coefficient is 1 Calculation of tension coefficient C T Lower propeller slipstream deflection angle θ s .

3. The method for calculating lift characteristics of a propeller aircraft considering power effects according to claim 2, characterized in that: S11 is as follows:

4. The method for calculating lift characteristics of a propeller aircraft considering power effects according to claim 3, characterized in that: S12, specifically: a p =α-θ pb ; in, α p They are the angle of attack of the engine pull line relative to the local wing chord line and the angle of attack of the incoming flow relative to the pull line. α is the aircraft angle of attack; θ pb is the angle of attack of the engine pulling force line relative to the fuselage centerline; I w =θ wi +θ pb ; in, i w is the intermediate calculation parameter; θ wi is the installation angle of the local wing; y ceff =0.5y c ; in, y ceff is the intermediate calculation parameter; y c is the span width of the flap interrupted by the engine nacelle; in, I yc is the intermediate calculation parameter; D is the diameter of the propeller disc; in, H ZP is the intermediate calculation parameter; z p is the height of the wing leading edge relative to the incoming flow; in, I zp is the intermediate calculation parameter; interp1 is a linear interpolation function; Dbsz1 and Izpsz1 are interpolation function calculation arrays; in, K dc is the intermediate calculation parameter; c is the chord length of the wing local to the engine; Dbsz2 and Kdsz2 are interpolation function calculation arrays; in, is the intermediate calculation parameter; α0 is the zero lift angle of attack when the aircraft flaps are fully retracted and the power is off; in, dabf is the intermediate calculation parameter; δ t1 is the deflection angle of the first flap of the double-slotted flap; δ t2 is the deflection angle of the second flap; f=interp1(dabsz 3,fsz 3,dabf); in, f is the weight coefficient; dabsz 3 and fsz 3 are interpolation function calculation arrays; c teff =fc t1 +(1-f)c t2 ; in, c teff is the effective chord length of the flap; c t1 is the chord length of the first flap of the double-slotted flap; c t2 is the chord length of the second flap; in, K d is the intermediate calculation parameter; Dbsz 4 and Kdsz4 are interpolation function calculation arrays; in, δ is the deflection angle of the trailing edge double-slotted Fuller flap.

5. The method for calculating lift characteristics of a propeller aircraft considering power effects according to claim 4, characterized in that: S13 is specifically: in, C T is the thrust coefficient of the engine defined based on propeller thrust, slipstream pressure and propeller disc area.

6. The method for calculating lift characteristics of a propeller aircraft considering power effects according to claim 5, characterized in that: In S13, or, in, p e is the pulling force of the engine; q s is the slip velocity pressure; S p is the paddle disc area; T C The aircraft drag coefficient is defined based on the aircraft drag, incoming flow pressure and wing reference area; N is the number of engines; S ref is the wing reference surface.

7. The method for calculating lift characteristics of a propeller aircraft considering power effects according to claim 6, characterized in that: In S13, S p =πD 2 / 4。 8. The method for calculating lift characteristics of a propeller aircraft considering power effects according to claim 7, characterized in that: In S13, in, q0 is the flow rate pressure.

9. The method for calculating lift characteristics of a propeller aircraft considering power effects according to claim 8, characterized in that: In S13, q0=0.5ρV0 2 ; in, ρ is the air density; V0 is the incoming flow velocity.

10. The method for calculating lift characteristics of a propeller aircraft considering power effects according to claim 9, characterized in that: Step 2 includes: S21. Calculation of the viscous loss factor of the glide flow with zero pull coefficient S22, calculate the viscous loss factor of the glide flow under the tension coefficient 1 S23, viscous loss factor of glide flow with zero tension coefficient The viscous loss factor of the glide flow under the tension coefficient 1 Calculation of tension coefficient C T The slipstream viscous loss factor k of the lower propeller s .

11. The method for calculating lift characteristics of a propeller aircraft considering power effects according to claim 10, characterized in that: S21 is specifically:

12. The method for calculating lift characteristics of a propeller aircraft considering power effects according to claim 11, characterized in that: S22 is specifically: in, J yc is the intermediate calculation parameter; J iw =1+0.05i w ; in, J iw is the intermediate calculation parameter; △[k s ] 1d =interp1(kjsz,dkssz,k d δ); in, △[k s ] 1d is the increment of the viscous loss factor of the glide flow when the tension coefficient is 1; kj sz and dkssz are interpolation function calculation arrays; in, is the slip flow viscous loss factor when the pull coefficient is 1 and the flap deflection angle is 0.

13. The method for calculating lift characteristics of a propeller aircraft considering power effects according to claim 12, characterized in that: S23 is specifically:

14. The method for calculating lift characteristics of a propeller aircraft considering power effects according to claim 13, characterized in that: Step 4 is as follows: in, r is an intermediate calculation parameter. in, C Zwf ' is the airflow normal force coefficient of the wing + flap system defined based on the slipstream pressure and the blade disc area; b W for wingspan; in, C Zwf is the airflow normal force coefficient of the wing + flap system; in, C LαW is the lift line slope of the wing; C Lαb is the lift line slope of the fuselage; C Lαht is the lift line slope of the horizontal tail.

15. The method for calculating lift characteristics of a propeller aircraft considering power effects according to claim 14, characterized in that: Step 4 is as follows: C Ls =C Z -T C sinα p -[C L ]0。

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