Sensitivity solving method for total weight parameters and fuel economy parameters of supersonic civil aircraft

Abstract

The invention belongs to the technical field of aviation, and particularly relates to a supersonic civil aircraft total weight parameter and fuel economy parameter sensitivity solving method, which comprises the following steps: establishing a weight model containing total weight parameters; aircraft design parameters are substituted into the weight model for solving, and all total weight parameter values are obtained; the multiple sensitivity parameters are substituted into the weight model, multiple sensitivity expressions are obtained, and each sensitivity expression comprises a sensitivity parameter independent variable and a total weight parameter dependent variable; and substituting the total weight parameter value into the sensitivity expression, changing the sensitivity parameter independent variable to obtain a plurality of corresponding total weight parameter dependent variables, and obtaining the sensitivity relationship between all sensitivity parameters and all total weight parameters for weight parameter prediction and fuel economy prediction in the early design stage of the aircraft. And obtaining the sensitivity of the total weight parameter and the fuel economy relative to key design parameters such as the effective load, the voyage, the flight speed, the aerodynamic efficiency, the engine oil consumption rate and the like.

Description

Technical Field

[0001] The present application belongs to the field of aviation technology, and in particular to a method for solving the sensitivity of overall weight parameters and fuel economy parameters of a supersonic civil aircraft. Background Art

[0002] Supersonic flight can effectively reduce long-distance flight time, improve operational efficiency and passenger comfort, and has important development value. In recent years, it has gradually become one of the research hotspots in the field of aviation science and technology.

[0003] During the overall design process of supersonic civil aircraft, especially in the preliminary research stage, there are few relevant design inputs. How to accurately predict the take-off weight, fuel weight, and the impact of parameters such as payload, range, flight speed, aerodynamic efficiency, and engine fuel consumption rate on the overall weight parameters and fuel economy based on design requirements such as range, speed, altitude, and payload is related to the success or failure of product development, R&D costs, and development cycles.

[0004] The present invention proposes a method for solving the overall weight parameters and fuel economy sensitivity of a supersonic civil aircraft, which is beneficial to obtaining relatively high-precision overall weight parameters and fuel economy in the preliminary design stage of a supersonic civil aircraft, and to mastering the sensitivity of take-off weight, fuel weight, fuel economy, etc. to parameters such as payload, range, flight speed, aerodynamic efficiency, and engine fuel consumption rate, thereby further helping to improve the research and development efficiency of supersonic civil aircraft and save research and development costs. Summary of the invention

[0005] In order to solve the above problems, the present application provides a method for solving the sensitivity of the overall weight parameters and fuel economy parameters of a supersonic civil aircraft, including:

[0006] Step S1: Establish a weight model including overall weight parameters; the overall weight parameters include: takeoff total weight W TO 、Use empty weight W oe , Payload weight W pay With fuel weight W fuel ;

[0007] Step S2: Substituting the aircraft design parameters into the weight model for solution to obtain the overall weight parameter values;

[0008] Step S3: Substituting multiple sensitivity parameters into the weight model to obtain multiple sensitivity expressions, each of which includes a sensitivity parameter independent variable and an overall weight parameter dependent variable;

[0009] Step S4: Substitute the total weight parameter value into the sensitivity expression, change the sensitivity parameter independent variable to obtain the corresponding multiple total weight parameter dependent variables, and obtain the sensitivity relationship between all sensitivity parameters and all total weight parameters through permutations and combinations.

[0010] Preferably, the sensitivity parameters include: payload weight W pay , range R, flight speed V, cruise lift-to-drag ratio L / D, and engine fuel consumption rate C.

[0011] Preferably, step S4 further calculates the sensitivity relationship between the fuel economy and the sensitivity parameter.

[0012] Preferably, the weight model is:

[0013]

[0014] Preferably, the fuel economy F e The expression is:

[0015] Preferably, the sensitivity expression of takeoff weight to payload is:

[0016]

[0017] The sensitivity expression of fuel weight relative to payload is:

[0018]

[0019] The sensitivity expression of empty weight relative to payload is:

[0020]

[0021] The sensitivity relationship between fuel economy and payload can be expressed as:

[0022]

[0023] Where, ΔW T0 is the takeoff weight change, ΔW pay is the effective load change, ΔW fuel is the fuel weight change, ΔW oe is the empty weight change, ΔF e is the change in fuel economy.

[0024] Preferably, the range sensitivity expression includes:

[0025] The sensitivity expression of takeoff weight relative to range is:

[0026]

[0027] The sensitivity expression of fuel weight relative to range is:

[0028]

[0029] The sensitivity expression of empty weight relative to range is:

[0030]

[0031] The sensitivity relationship between fuel economy and range can be expressed as:

[0032]

[0033] Among them, ΔR is the change in range.

[0034] Preferably, the sensitivity expression of takeoff weight relative to flight speed is:

[0035]

[0036] The sensitivity expression of fuel weight relative to flight speed is:

[0037]

[0038] The sensitivity expression of empty weight relative to flight speed is:

[0039]

[0040] The sensitivity relationship between fuel economy and flight speed can be expressed as:

[0041]

[0042] Among them, ΔV is the change in flight speed.

[0043] Preferably, the sensitivity expression of takeoff weight relative to lift-to-drag ratio is:

[0044]

[0045] The sensitivity expression of fuel weight relative to lift-to-drag ratio is:

[0046]

[0047] The sensitivity expression of empty weight relative to lift-to-drag ratio is:

[0048]

[0049] The sensitivity relationship between fuel economy and lift-to-drag ratio can be expressed as:

[0050]

[0051] Among them, ΔL / D is the change in lift-to-drag ratio.

[0052] Preferably, the sensitivity expression of takeoff weight relative to fuel consumption rate is:

[0053]

[0054] The sensitivity expression of fuel weight relative to fuel consumption rate is:

[0055]

[0056] The sensitivity expression of empty weight relative to fuel consumption rate is:

[0057]

[0058] The sensitivity relationship between fuel economy and fuel consumption rate can be expressed as:

[0059]

[0060] Among them, ΔC is the change in fuel consumption rate.

[0061] Preferably, the sensitivity relationship of all sensitivity parameters to all total body weight parameters is expressed by a curve.

[0062] The purpose of the present invention is to propose a method for solving the sensitivity of the overall weight parameters and fuel economy parameters of a supersonic civil aircraft, which is mainly used for the design of parameters such as take-off weight, fuel weight, fuel economy and their sensitivity of supersonic civil aircraft, and solves the problems of low prediction accuracy of overall weight parameters and lack of effective parameter sensitivity design methods in the early design stage of traditional supersonic civil aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] Figure 1 This is a typical mission profile;

[0064] Figure 2 Take-off weight, empty weight and fuel weight as a function of payload.

[0065] Figure 3 Fuel economy versus payload.

[0066] Figure 4 The curves of takeoff weight, empty weight and fuel weight changing with flight distance.

[0067] Figure 5 Fuel economy versus range.

[0068] Figure 6 The change curve of take-off weight, empty weight and fuel weight with cruise Mach number.

[0069] Figure 7 Fuel economy versus cruise Mach number.

[0070] Figure 8The curve of takeoff weight, empty weight and fuel weight changing with cruise lift-to-drag ratio.

[0071] Fig. 9 Fuel economy curve as a function of cruise lift-to-drag ratio.

[0072] Fig.10 The curve of take-off weight, empty weight and fuel weight changing with engine fuel consumption rate.

[0073] Fig.11 Fuel economy curve as a function of engine fuel consumption rate. DETAILED DESCRIPTION

[0074] In order to make the technical solution and advantages of the present application clearer, the technical solution of the present application will be further described in 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. In the absence of conflict, the embodiments in the present application and the technical features in the embodiments can be combined with each other to obtain new embodiments.

[0075] In addition, it should be noted that, unless otherwise clearly specified and limited, the words "installed", "connected", "connected" 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, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, an indirect connection through an intermediate medium, or the internal connection of two components. Technical personnel in the field can understand their specific meanings in this application according to the specific circumstances.

[0076] A method for solving the sensitivity of overall weight parameters and fuel economy parameters of supersonic civil aircraft includes multiple modules such as design input model establishment, weight model establishment, overall weight parameter iterative solution, parameter sensitivity analysis model, etc. First, the fuel coefficient and empty weight coefficient are solved according to the design input; then the takeoff weight, fuel weight, empty weight, etc. are solved according to the fuel coefficient and empty weight coefficient, and then the sensitivity of takeoff weight, fuel weight, fuel economy, etc. to parameters such as payload, range, flight speed, aerodynamic efficiency, and engine fuel consumption rate are calculated according to the established sensitivity solution model.

[0077] 1. Design input model modeling:

[0078] The overall parameter design input of supersonic civil aircraft includes parameters such as range, payload, cruising altitude, supersonic cruise Mach number, engine supersonic cruise fuel consumption rate, supersonic cruise lift-to-drag ratio, subsonic cruise Mach number, subsonic cruise lift-to-drag ratio, engine subsonic standby fuel consumption rate, subsonic standby time, etc. Among them, range, payload, cruising altitude, supersonic cruise Mach number are generally obtained through market research or determined by users; engine supersonic cruise fuel consumption rate and engine subsonic standby fuel consumption rate are determined by the engine used. When the selected engine is not clear, it can be determined by referring to relevant supersonic cruise engine parameters based on experience correction; supersonic cruise lift-to-drag ratio and subsonic cruise lift-to-drag ratio can refer to relevant aircraft models or use empirical formulas for calculation; subsonic cruise Mach number and subsonic standby time can be determined based on typical flight profiles.

[0079] 2. Weight model establishment

[0080] 2.1 Weight Unification Equation The weight unification equation is obtained by adding the proportional coefficients of empty weight, payload weight, fuel weight, etc. relative to the takeoff gross weight to 1:

[0081]

[0082] Where: W TO —takeoff gross weight; W oe —Use empty weight; W pay —Payload weight; W fuel —Fuel weight; W fuel / W T0 , W oe / W T0 They are the fuel weight coefficient and the empty aircraft weight coefficient respectively.

[0083] 2.2 Use empty weight.

[0084] Use empty weight factor W oe / W T0 The takeoff gross weight W of the aircraft can be given by statistical methods. TO Use empty weight W OE There is a correlation, which can be given by statistical methods and fitted using the following formula.

[0085] lgW T0 =A+BlgW oe (2)

[0086] 2.3 Fuel Weight The amount of fuel required by a supersonic civil aircraft to perform a flight mission depends on the flight mission (range / activity radius), aircraft shape (aerodynamic characteristics), engine characteristics (fuel consumption rate, thrust) and flight status (speed, angle of attack), etc. fuel or Wfuel / W T0 Generally, it cannot be given by statistical methods, and the fuel coefficient method is usually used (that is, the flight mission is divided into several segments, and the fuel consumption of each segment is determined according to the empirical calculation formula, such as Figure 1 as shown) to determine.

[0088] (1) Engine start-up and warm-up - starting weight is W T0 , the final weight is W1, and the fuel coefficient of this section is W1 / W T0 ;

[0089] (2) Taxiing: The starting weight is W1, the ending weight is W2, and the fuel coefficient for this section is W2 / W1;

[0090] (3) Takeoff: The starting weight is W2, the ending weight is W3, and the fuel coefficient for this section is W3 / W2;

[0091] (4) Climb to cruising altitude and accelerate to cruising speed: the starting weight is W3, the ending weight is W4, and the fuel coefficient of this section is W4 / W3 = 1-0.0357 Mcru;

[0092] (5) Cruise: The starting weight is W4, the ending weight is W5, and the fuel coefficient for this section is

[0093] (6) Standby in the air: The starting weight is W5, the ending weight is W6, and the fuel coefficient of this section is

[0094] (7) Descent: The starting weight is W6, the ending weight is W7, and the fuel coefficient of this section is W7 / W6;

[0095] (8) Landing, taxiing and shutdown: The starting weight is W7, the ending weight is W8, and the fuel coefficient for this section is W8 / W7. Then:

[0096] W8 / W T0 =(W1 / W T0 )(W2 / W1)(W3 / W2)(W4 / W3)(W5 / W4)(W6 / W5)(W7 / W6)(W8 / W7) (3)

[0097] The safety surplus fuel is generally 5% of the mission fuel, so the fuel weight coefficient is:

[0098] W fuel / W T0 =1.05×(1-W8 / W T0 ) (4)

[0099] 2.4 Iterative solution of takeoff weight The payload weight is usually given directly in the design requirements. Then, according to the empty weight coefficient Woe / W T0 and fuel weight factor W fuel / W T0 , substitute into the takeoff gross weight calculation formula, and you can solve the takeoff weight W T0 :

[0100]

[0101] The above formula can generally be solved by an iterative solution method, that is, assuming a takeoff gross weight, the new takeoff gross weight is solved, and when the difference between the two is within the error range (generally 5%), the iteration is considered to have converged.

[0102] 3. Fuel economy solution

[0103] Fuel economy is expressed as the range R multiplied by the payload divided by the fuel weight, as shown below:

[0104]

[0105] 4. Parameter sensitivity solution modeling

[0106] 4.1 Determination of sensitivity parameters: The sensitivity parameters mainly include payload, range R, flight speed V, aerodynamic efficiency L / D, and engine fuel consumption rate C, which can be selected based on the parameters of concern.

[0107] 4.2 Sensitivity solution: Take a single sensitivity parameter as a variable, keep other parameters unchanged, and calculate the takeoff weight, fuel weight, empty weight and other parameters according to the iterative solution method described in Section 2.4; then, solve the fuel economy according to the fuel economy described in Section 3.

[0108] 1) Payload sensitivity expression

[0109] According to the input of payload, takeoff weight, empty weight, and fuel weight are obtained, then W at the payload is fuel / W T0 and W oe / W T0 is a constant, then:

[0110] (1) The sensitivity relationship between takeoff weight and payload can be expressed as:

[0111]

[0112] (2) The sensitivity relationship between fuel weight and payload can be expressed as:

[0113]

[0114] (3) The sensitivity relationship between empty weight and effective load can be expressed as:

[0115]

[0116] (4) The sensitivity relationship between fuel economy and payload can be expressed as:

[0117]

[0118] 2) Range sensitivity expression

[0119] According to the input of flight distance, takeoff weight, empty weight and fuel weight are obtained.

[0120] (1) The sensitivity relationship between takeoff weight and range can be expressed as:

[0121]

[0122] (2) The sensitivity relationship between fuel weight and range can be expressed as:

[0123]

[0124] (3) The sensitivity relationship between empty weight and range can be expressed as:

[0125]

[0126] (4) The sensitivity relationship between fuel economy and range can be expressed as:

[0127]

[0128] 3) Flight speed sensitivity expression

[0129] According to the input of cruising speed, takeoff weight, empty weight and fuel weight are obtained.

[0130] (1) The sensitivity relationship between takeoff weight and flight speed can be expressed as:

[0131]

[0132] (2) The sensitivity relationship between fuel weight and flight speed can be expressed as:

[0133]

[0134] (3) The sensitivity relationship between empty weight and flight speed can be expressed as:

[0135]

[0136] (4) The sensitivity relationship between fuel economy and flight speed can be expressed as:

[0137]

[0138] 4) Cruise lift-to-drag sensitivity expression

[0139] According to the input of cruise lift-to-drag ratio, takeoff weight, empty weight and fuel weight are obtained.

[0140] (1) The sensitivity relationship between takeoff weight and lift-to-drag ratio can be expressed as:

[0141]

[0142] (2) The sensitivity relationship between fuel weight and lift-to-drag ratio can be expressed as:

[0143]

[0144] (3) The sensitivity relationship between empty weight and lift-to-drag ratio can be expressed as:

[0145]

[0146] (4) The sensitivity relationship between fuel economy and lift-to-drag ratio can be expressed as:

[0147]

[0148] 5) Engine fuel consumption sensitivity expression

[0149] According to the input of engine fuel consumption rate, takeoff weight, empty weight and fuel weight are obtained.

[0150] (1) The sensitivity relationship between takeoff weight and fuel consumption rate can be expressed as:

[0151]

[0152] (2) The sensitivity relationship between fuel weight and fuel consumption rate can be expressed as:

[0153]

[0154] (3) The sensitivity relationship between empty weight and fuel consumption rate can be expressed as:

[0155]

[0156] (4) The sensitivity relationship between fuel economy and fuel consumption rate can be expressed as:

[0157]

[0158] 4.3 Finally, plot the takeoff weight, fuel weight, and empty weight against the determined sensitivity parameters to obtain the overall total parameters and fuel economy sensitivity.

[0159] Advantages of the present invention: The present invention provides a method for solving the overall weight parameters and fuel economy sensitivity of a supersonic civil aircraft, which can be used for weight parameter prediction and fuel economy prediction in the early design stage of such aircraft, and for obtaining the sensitivity of the overall weight parameters and fuel economy to key design parameters such as payload, range, flight speed, aerodynamic efficiency, and engine fuel consumption rate, so as to guide the overall design of such supersonic civil aircraft.

[0160] This section is an embodiment of the present invention, which is used to explain and illustrate the technical solution of the present invention.

[0161] 1. Design input model

[0162] According to the design requirements of a certain supersonic civil aircraft, the design input for the sensitivity analysis of the overall weight parameters and fuel economy parameters mainly includes the following parts:

[0163] (1) Range: 6482 km;

[0164] (2) Payload: 1000 kg;

[0165] (3) Cruising altitude: 16000m;

[0166] (4) Supersonic cruise Mach number: 2.0;

[0167] (5) Engine fuel consumption rate: 1.2kg / (dN*h);

[0168] (6) Supersonic cruise lift-to-drag ratio: 7.14;

[0169] (7) Subsonic cruise Mach number: 0.93;

[0170] (8) Subsonic cruise lift-to-drag ratio: 11.47;

[0171] (9) Subsonic standby fuel consumption rate: 1.147kg / (dN*h);

[0172] (10) Subsonic standby time is calculated based on a range of 200 nm.

[0173] 2. Weight model solution

[0174] 2.1 Use empty weight

[0175] According to the empty weight fitting formula of supersonic cruise aircraft, select A = 0.4221, B = 0.9876, then the relationship between takeoff weight and empty weight is as follows:

[0176] lgW T0 =0.4221+0.9876lgW oe

[0177] 2.2 Fuel weight

[0178] (1) Engine start-up and warm-up - starting weight is W T0 , the final weight is W1, and the fuel coefficient of this section is W1 / W T0 Take 0.99;

[0179] (2) Taxiing: The starting weight is W1, the ending weight is W2, and the fuel coefficient W2 / W1 in this section is 0.995;

[0180] (3) Takeoff—The starting weight is W2, the ending weight is W3, and the fuel coefficient W3 / W2 is 0.995;

[0181] (4) Climb to cruising altitude and accelerate to cruising speed: the starting weight is W3, the ending weight is W4, and the fuel coefficient of this section is W4 / W3 = 1-0.0357 Mcru = 0.9286;

[0182] (5) Cruise: The starting weight is W4, the ending weight is W5, and the fuel coefficient for this section is

[0183]

[0184] (6) Standby in the air: The starting weight is W5, the ending weight is W6, and the fuel coefficient of this section is

[0185]

[0186] (7) Descent: The starting weight is W6, the ending weight is W7, and the fuel coefficient W7 / W6 in this section is 0.985;

[0187] (8) Landing, taxiing and shutdown—The starting weight is W7 and the ending weight is W. The fuel coefficient W / W7 in this section is 0.992.

[0188] The safety residual fuel is 5% of the mission fuel, so the fuel weight coefficient is:

[0189] W fuel / W T0 =1.05×(1-W8 / W T0 )=0.5114

[0190] 2.3 Iterative solution of takeoff weight

[0191] According to the calculation method of fuel weight coefficient introduced in 2.2, the fuel weight coefficient is calculated to be 0.511402; then according to the method of solving the empty weight introduced in 2.1, the relationship between the empty weight coefficient and the takeoff weight is obtained, and the whole aircraft weight W can be solved iteratively by substituting it into the calculation formula of the whole aircraft weight. T0 .

[0192]

[0193] The iterative solution of the take-off weight is shown in Table 1. After three steps of iterative solution, the solution converges. The take-off weight of the example aircraft after the final iteration convergence is 187709.664 kg. Then, the empty weight and fuel weight of the example aircraft are calculated according to the fuel coefficient and the empty weight coefficient, and compared with the parameters of the Concorde aircraft (because the design input is basically consistent with the Concorde aircraft). As shown in Table 2, the error is basically within 2%, which illustrates the effectiveness and prediction accuracy of the present invention.

[0194] Table 1 Iterative solution of takeoff weight of typical example aircraft

[0195] <![CDATA[W fuel / W0]]> Wpay(kg) <![CDATA[W T0 Initial value (kg)]]> <![CDATA[We / W T0 ]]> <![CDATA[W T0 Calculated value kg]]> Weight difference kg Iteration Error 0.511402 10000 85600 0.431053 173778.751 -88178.751 -103.01％ 0.511402 10000 173778.8 0.434903 186237.070 -12458.319 -7.17％ 0.511402 10000 186237.1 0.435281 187558.259 -1321.189 -0.71％ 0.511402 10000 187558.3 0.435319 187694.272 -136.013 -0.07％ 0.511402 10000 187694.3 0.435323 187708.232 -13.960 -0.01％ 0.511402 10000 187708.2 0.435324 187709.664 -1.432 0.00076％

[0196] Table 2 Comparison of calculated weight parameters with Concorde

[0197] parameter Example aircraft "Concord" Error(kg) error(%) Takeoff weight(kg) 187708.664 185070 2638.664 1.425765386 Empty weight (kg) 81714.495 81000 714.495 0.882092593 Fuel weight (kg) 95995.169 94080 1915.169 2.035681335

[0198] 3. Overall weight parameters and fuel economy parameter sensitivity analysis

[0199] 3.1 Payload parameter sensitivity solution

[0200] Based on the example aircraft, the payload is used as the single variable parameter, and other parameters remain unchanged. The change law of parameters such as takeoff weight and empty weight with the payload is studied, such as Figure 2 For every 5% increase in payload, takeoff weight increases by approximately 5.6%.

[0201] According to the number of passengers, range, and fuel weight, the curve of fuel economy changing with payload is calculated, such as Figure 3 As shown in the figure, as the payload increases, the fuel economy shows a certain decline, and the decline rate gradually decreases with the increase of payload.

[0202] 3.2 Solution of range parameter sensitivity

[0203] Based on the typical example aircraft, the range is taken as the single variable parameter, and other parameters remain unchanged. The change law of parameters such as take-off weight and empty weight with the range is studied, such as Figure 4 shown.

[0204] According to the number of passengers, flight range, and fuel weight, the curve of fuel economy changing with flight range is calculated, such as Figure 5 As shown in the figure, for every 3.4% increase in range from baseline, fuel economy will decrease by 18.3%.

[0205] 3.3 Cruising speed parameter sensitivity solution

[0206] Based on the typical example aircraft, the cruising speed is taken as the single variable parameter, and other parameters remain unchanged. The change law of parameters such as takeoff weight and empty weight with cruising speed is studied, such as Figure 6 shown.

[0207] According to the number of passengers, range, and fuel weight, the curve of fuel economy changing with cruising speed is calculated, such as Figure 7 As shown in Figure 2, for every 1% increase in cruise Mach number, fuel economy will improve by 5.3%.

[0208] 3.4 Cruise lift-to-drag ratio parameter sensitivity analysis

[0209] Based on the typical case aircraft, the cruise lift-to-drag ratio is used as the single variable parameter, and other parameters remain unchanged. The change law of parameters such as takeoff weight and empty weight with the cruise lift-to-drag ratio is studied, such as Figure 8 shown.

[0210] According to the number of passengers, range, and fuel weight, the curve of fuel economy changing with cruise lift-to-drag ratio is calculated, such as Fig. 9 As shown in the figure, for every 0.1 increase in the cruise lift-to-drag ratio (about 1.4% of the baseline), fuel economy improves by about 9.2% of the baseline.

[0211] 3.5 Engine fuel consumption parameter sensitivity analysis

[0212] Based on the typical example aircraft, the engine fuel consumption rate is used as a single variable parameter, and other parameters remain unchanged. The change law of parameters such as takeoff weight and empty weight with cruise lift-to-drag ratio is studied, such as Fig.10 shown.

[0213] According to the number of passengers, flight range, and fuel weight, the curve of fuel economy changing with engine fuel consumption rate is calculated, such as Fig.11 As shown in the figure, for every 0.03 reduction in engine fuel consumption (2.5% of the baseline), fuel economy improves by about 16% of the baseline.

[0214] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A method for calculating the sensitivity of overall weight parameters and fuel economy parameters of a supersonic civil aircraft, characterized in that: include: Step S1: establishing a weight model including overall weight parameters; Overall weight parameters include: Takeoff gross weight W TO 、Use empty weight W oe , Payload weight W pay With fuel weight W fuel ; Step S2: Substituting the aircraft design parameters into the weight model for solution to obtain the overall weight parameter values; Step S3: Substituting multiple sensitivity parameters into the weight model to obtain multiple sensitivity expressions, each of which includes a sensitivity parameter independent variable and an overall weight parameter dependent variable; Step S4: Substitute the total weight parameter value into the sensitivity expression, change the sensitivity parameter independent variable to obtain the corresponding multiple total weight parameter dependent variables, and obtain the sensitivity relationship between all sensitivity parameters and all total weight parameters through permutations and combinations.

2. The method for calculating the sensitivity of the overall weight parameter and fuel economy parameter of a supersonic civil aircraft according to claim 1, characterized in that: Sensitivity parameters include: Payload weight W pay , range R, flight speed V, cruise lift-to-drag ratio L / D, and engine fuel consumption rate C.

3. The method for calculating the sensitivity of the overall weight parameter and fuel economy parameter of a supersonic civil aircraft according to claim 2, characterized in that: Step S4 also calculates the sensitivity relationship between the fuel economy and the sensitivity parameter.

4. The method for calculating the sensitivity of the overall weight parameter and fuel economy parameter of a supersonic civil aircraft according to claim 3, characterized in that: The weight model is:

5. The method for calculating the sensitivity of the overall weight parameter and fuel economy parameter of a supersonic civil aircraft according to claim 4, characterized in that: Fuel Economy e The expression is:

6. The method for calculating the sensitivity of the overall weight parameter and fuel economy parameter of a supersonic civil aircraft according to claim 5, characterized in that: The sensitivity expression of takeoff weight relative to payload is: The sensitivity expression of fuel weight relative to payload is: The sensitivity expression of empty weight relative to payload is: The sensitivity relationship between fuel economy and payload can be expressed as: Where, ΔW T0 is the takeoff weight change, ΔW pay is the effective load change, ΔW fuel is the fuel weight change, ΔW oe is the empty weight change, ΔF e is the change in fuel economy.

7. The method for calculating the sensitivity of the overall weight parameter and fuel economy parameter of a supersonic civil aircraft according to claim 6, characterized in that: Range sensitivity expressions include: The sensitivity expression of takeoff weight relative to range is: The sensitivity expression of fuel weight relative to range is: The sensitivity expression of empty weight relative to range is: The sensitivity relationship between fuel economy and range can be expressed as: Among them, ΔR is the change in range.

8. The method for calculating the sensitivity of the overall weight parameter and fuel economy parameter of a supersonic civil aircraft according to claim 7, characterized in that: The sensitivity expression of takeoff weight relative to flight speed is: The sensitivity expression of fuel weight relative to flight speed is: The sensitivity expression of empty weight relative to flight speed is: The sensitivity relationship between fuel economy and flight speed can be expressed as: Among them, ΔV is the change in flight speed.

9. The method for calculating the sensitivity of the overall weight parameter and fuel economy parameter of a supersonic civil aircraft according to claim 8, characterized in that: The sensitivity expression of takeoff weight relative to lift-to-drag ratio is: The sensitivity expression of fuel weight relative to lift-to-drag ratio is: The sensitivity expression of empty weight relative to lift-to-drag ratio is: The sensitivity relationship between fuel economy and lift-to-drag ratio can be expressed as: Among them, ΔL / D is the change in lift-to-drag ratio.

10. The method for calculating the sensitivity of the overall weight parameter and fuel economy parameter of a supersonic civil aircraft according to claim 9, characterized in that: The sensitivity expression of takeoff weight relative to fuel consumption rate is: The sensitivity expression of fuel weight relative to fuel consumption rate is: The sensitivity expression of empty weight relative to fuel consumption rate is: The sensitivity relationship between fuel economy and fuel consumption rate can be expressed as: Among them, ΔC is the change in fuel consumption rate.

11. The method for calculating the sensitivity of the overall weight parameter and fuel economy parameter of a supersonic civil aircraft according to claim 9, characterized in that: The sensitivity relationship of all sensitivity parameters to all total body weight parameters is expressed by a curve.

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