Static aeroelastic coupling simulation method and device based on pressure difference, equipment and medium

Abstract

The invention discloses a static aeroelastic coupling simulation method and device based on pressure difference, equipment and a medium, and relates to the field of coupling simulation. The static aeroelastic coupling simulation method comprises the steps that the pressure coefficient difference between a first pressure coefficient and a second pressure coefficient is determined; correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft; calculating the surface aerodynamic force of the elastic model according to the corrected pressure coefficient; determining a structural finite element grid and a surface grid; determining structure displacement based on the structure finite element mesh, the surface mesh and the surface aerodynamic force; mapping the structure displacement to a flow field grid surface to obtain a flow field surface grid displacement; determining whether the calculation result of the coupling simulation is converged or not based on the surface grid displacement of the flow field; if not, updating the current surface pressure coefficient, determining the updated surface pressure coefficient as the current surface pressure coefficient, and skipping to the step of correcting the current surface pressure coefficient again until the calculation result of static aeroelastic coupling simulation is converged. And errors of coupling simulation are reduced.

Description

Technical Field

[0001] The invention relates to coupling simulation, and in particular to a static aeroelastic coupling simulation method, device, equipment and medium based on pressure difference. Background Art

[0002] At present, aircraft design is trending towards lightweight structures such as composite materials to reduce the weight of the entire aircraft structure, improve fuel efficiency and range, and make aircraft more flexible. Considering the coupling between wing aerodynamics / structure in all design stages can better improve aircraft performance and reduce design and manufacturing costs. There are currently three main methods for coupling between flexible wing aerodynamics / structure: numerical simulation, wind tunnel testing, and aerial flight testing.

[0003] Among them, the wind tunnel test has a very high measurement accuracy because it is highly consistent with the actual flight conditions. However, the wind tunnel test measurement technology is difficult and the experimental cost is high. In order to reduce the experimental cost and reduce the difficulty of measuring experimental data, the wind tunnel model of the aircraft often uses a scaled model of the full-size model of the aircraft, which also causes the stiffness of the model itself to increase exponentially. When conducting wind tunnel tests related to aeroelasticity, the elastic data is often distorted. Therefore, the wind tunnel test cannot accurately describe the aeroelastic state of the aircraft. However, the rigid wind tunnel test conducted on the scaled model can obtain more accurate data.

[0004] In order to reduce the cost of experiments and ensure the safety of experimenters, with the rapid development of computer technology and computing methods, computational fluid dynamics has developed into an efficient and high-resolution numerical analysis tool. At present, the static aeroelastic coupling simulation method based on CFD (Computational Fluid Dynamics) mainly adopts the direct coupling of pneumatics and structure. When performing aerodynamic / structural coupling simulation, due to factors such as aircraft modeling errors, grid discretization errors, and coupling surface data transmission errors, the calculation results deviate from the correct results, affecting the accuracy of aircraft performance evaluation. Summary of the invention

[0005] In view of this, the purpose of the present invention is to provide a static aeroelastic coupling simulation method, device, equipment and medium based on pressure difference, which can reduce the error of static aeroelastic coupling simulation and improve the accuracy of simulation results. The specific scheme is as follows:

[0006] In a first aspect, the present application discloses a static aeroelastic coupling simulation method based on pressure difference, comprising:

[0007] Determine a pressure coefficient difference between a first pressure coefficient and a second pressure coefficient of the aircraft in a rigid shape; the first pressure coefficient is a coefficient determined based on experimental data, and the second pressure coefficient is a coefficient determined based on data simulation calculation;

[0008] Using the pressure coefficient difference, correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft to obtain a corrected pressure coefficient;

[0009] Calculating the surface aerodynamic force of the elastic model according to the corrected pressure coefficient;

[0010] Determining a structural finite element mesh and a surface mesh using a finite element model of the elastic model;

[0011] determining a structural displacement of the elastic model based on the structural finite element mesh, the surface mesh, and the surface aerodynamic force;

[0012] Mapping the structural displacement to the flow field mesh surface to obtain the flow field surface mesh displacement;

[0013] Based on the difference between the mesh displacements of the flow field surface corresponding to two adjacent calculations, determine whether the calculation results of the current static aeroelastic coupling simulation have converged;

[0014] When it is determined that convergence has not yet occurred, the current surface pressure coefficient of the elastic model is updated based on the displacement of the flow field surface mesh, the corresponding updated surface pressure coefficient is determined as the current surface pressure coefficient, and the process jumps again to the step of correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft by using the pressure coefficient difference until it is determined that the calculation result of the current static aeroelastic coupling simulation converges.

[0015] Optionally, before determining the pressure coefficient difference between the first pressure coefficient and the second pressure coefficient of the aircraft in the rigid shape, the method further includes:

[0016] constructing a rigid scaled model of the aircraft according to the size of the aircraft and the wind tunnel performance, and performing a wind blowing test on the rigid scaled model in a wind tunnel, so as to obtain a first pressure coefficient of the aircraft under a rigid shape based on experimental data by measurement;

[0017] A rigid data model is constructed based on the wind tunnel model of the aircraft, the flow field corresponding to the rigid data model is discretized into a grid, the discretized grid is obtained, and the discretized grid is numerically calculated by computational fluid dynamics methods to obtain the second pressure coefficient of the aircraft under the rigid shape calculated based on data simulation.

[0018] Optionally, the using the pressure coefficient difference to correct the current surface pressure coefficient of the elastic model corresponding to the aircraft to obtain a corrected pressure coefficient includes:

[0019] The sum of the pressure coefficient difference and the current surface pressure coefficient of the elastic model corresponding to the aircraft is determined as the corrected pressure coefficient.

[0020] Optionally, calculating the surface aerodynamic force of the elastic model according to the corrected pressure coefficient includes:

[0021] The product of the reference area of ​​the aircraft, the corrected pressure coefficient and the fluid dynamic pressure is determined, and the surface aerodynamic force of the elastic model is determined according to the product.

[0022] Optionally, determining the structural displacement of the elastic model based on the structural finite element mesh, the surface mesh and the surface aerodynamic force includes:

[0023] Establishing a first mapping relationship between a flow field surface grid and the surface grid, and mapping the surface aerodynamic force to the surface grid using the first mapping relationship to obtain an aerodynamic load;

[0024] The structural displacement of the finite element model of the elastic model under the action of the aerodynamic load is calculated based on the structural finite element mesh by a computational structural dynamics method.

[0025] Optionally, mapping the structural displacement to a flow field mesh surface to obtain the flow field surface mesh displacement includes:

[0026] A second mapping relationship between the surface mesh and the flow field surface mesh is constructed, and based on the second mapping relationship, the structural displacement is mapped to the flow field mesh surface to obtain the flow field surface mesh displacement.

[0027] Optionally, the determining whether the calculation result of the current static aeroelastic coupling simulation has converged based on the difference between the flow field surface mesh displacements corresponding to two adjacent calculations includes:

[0028] If the difference between the mesh displacements of the flow field surface corresponding to two adjacent calculations is less than a preset threshold, it is determined that the calculation result of the current static aeroelastic coupling simulation is converged;

[0029] If the difference between the mesh displacements of the flow field surface corresponding to two adjacent calculations is greater than or equal to the preset threshold, it is determined that the calculation result of the current static aeroelastic coupling simulation has not converged.

[0030] In a second aspect, the present application discloses a static aeroelastic coupling simulation device based on pressure difference, comprising:

[0031] A pressure coefficient difference determination module, used to determine a pressure coefficient difference between a first pressure coefficient and a second pressure coefficient of the aircraft under a rigid shape; the first pressure coefficient is a coefficient determined based on experimental data, and the second pressure coefficient is a coefficient determined based on data simulation calculation;

[0032] A pressure coefficient correction module, used to correct the current surface pressure coefficient of the elastic model corresponding to the aircraft using the pressure coefficient difference to obtain a corrected pressure coefficient;

[0033] A surface aerodynamic force calculation module, used for calculating the surface aerodynamic force of the elastic model according to the corrected pressure coefficient;

[0034] A mesh determination module, used for determining a structural finite element mesh and a surface mesh using a finite element model of the elastic model;

[0035] A structural displacement determination module, used to determine the structural displacement of the elastic model based on the structural finite element mesh, the surface mesh and the surface aerodynamic force;

[0036] A displacement acquisition module, used for mapping the structural displacement to the flow field grid surface to obtain the flow field surface grid displacement;

[0037] A determination module, used to determine whether the calculation result of the current static aeroelastic coupling simulation has converged based on the difference between the flow field surface mesh displacements corresponding to two adjacent calculations;

[0038] A jump module is used to update the current surface pressure coefficient of the elastic model based on the displacement of the flow field surface grid when it is determined that convergence has not yet occurred, determine the corresponding updated surface pressure coefficient as the current surface pressure coefficient, and jump again to the step of correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft by using the pressure coefficient difference, until it is determined that the calculation result of the current static aeroelastic coupling simulation has converged.

[0039] In a third aspect, the present application discloses an electronic device, comprising:

[0040] Memory, used to store computer programs;

[0041] A processor is used to execute the computer program to implement the static aeroelastic coupling simulation method based on pressure difference as mentioned above.

[0042] In a fourth aspect, the present application discloses a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, the static aeroelastic coupling simulation method based on pressure difference as described above is implemented.

[0043] The present application first determines the pressure coefficient difference between the first pressure coefficient and the second pressure coefficient of the aircraft under the rigid shape; the first pressure coefficient is a coefficient determined based on experimental data, and the second pressure coefficient is a coefficient determined based on data simulation calculation; then the pressure coefficient difference is used to correct the current surface pressure coefficient of the elastic model corresponding to the aircraft to obtain the corrected pressure coefficient; the surface aerodynamic force of the elastic model is calculated according to the corrected pressure coefficient; the finite element model of the elastic model is used to determine the structural finite element mesh and the surface mesh; the elastic model is determined based on the structural finite element mesh, the surface mesh and the surface aerodynamic force. structural displacement; mapping the structural displacement to the flow field mesh surface to obtain the flow field surface mesh displacement; finally, determining whether the calculation result of the current static aeroelastic coupling simulation has converged based on the difference between the flow field surface mesh displacements corresponding to two adjacent calculations; when it is determined that it has not converged, updating the current surface pressure coefficient of the elastic model based on the flow field surface mesh displacement, determining the corresponding updated surface pressure coefficient as the current surface pressure coefficient, and jumping back to the step of correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft using the pressure coefficient difference, until it is determined that the calculation result of the current static aeroelastic coupling simulation has converged. It can be seen that the present application corrects the pressure coefficient by the pressure coefficient difference corresponding to the experimental results and the numerical results under the rigid shape, so as to optimize the error generated by the aerodynamic force calculation in the numerical simulation process, thereby greatly reducing the error of the static aeroelastic coupling simulation and improving the accuracy of the simulation results. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0045] Figure 1 A flow chart of a static aeroelastic coupling simulation method based on pressure difference disclosed in this application;

[0046] Figure 2 A schematic diagram of a rectangular straight wing model of an aircraft disclosed in the present application;

[0047] Figure 3 A schematic diagram of a rectangular straight wing flow field grid disclosed in this application;

[0048] Figure 4 A schematic diagram of a finite element mesh of a rectangular straight wing structure disclosed in the present application;

[0049] Figure 5 A schematic diagram of a mapping result disclosed in this application;

[0050] Figure 6 This is another schematic diagram of mapping results disclosed in this application;

[0051] Figure 7 A schematic diagram of a convergence curve for static aeroelastic calculation of a rectangular straight wing disclosed in the present application;

[0052] Figure 8 This is a schematic diagram of the structure of a static aeroelastic coupling simulation device based on pressure difference disclosed in the present application;

[0053] Fig. 9 This is a structural diagram of an electronic device disclosed in this application. DETAILED DESCRIPTION

[0054] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0055] At present, the static aeroelastic coupling simulation method based on CFD mainly adopts the method of direct coupling between pneumatics and structure. When performing aerodynamic / structural coupling simulation, due to factors such as aircraft modeling error, grid discretization error, coupling surface data transmission error, etc., the calculation results deviate from the correct results, affecting the accuracy of aircraft performance evaluation. In order to solve the above technical problems, the present application discloses a static aeroelastic coupling simulation method, device, equipment and medium based on pressure difference, which can reduce the error of static aeroelastic coupling simulation and improve the accuracy of simulation results.

[0056] See also Figure 1 As shown, the embodiment of the present invention discloses a static aeroelastic coupling simulation method based on pressure difference, including:

[0057] Step S11, determine the pressure coefficient difference between the first pressure coefficient and the second pressure coefficient of the aircraft under the rigid shape; the first pressure coefficient is a coefficient determined based on experimental data, and the second pressure coefficient is a coefficient determined based on data simulation calculation.

[0058] In this embodiment, before determining the pressure coefficient difference between the first pressure coefficient and the second pressure coefficient of the aircraft under the rigid shape, it is necessary to first obtain the first pressure coefficient determined based on the experimental data and the second pressure coefficient determined based on the data simulation calculation. Specifically, the present application needs to construct a rigid scaled model of the aircraft according to the size of the aircraft and the wind tunnel performance, and conduct a blowing experiment on the rigid scaled model in the wind tunnel, so as to obtain the first pressure coefficient of the aircraft under the rigid shape based on the experimental data through measurement; and construct a rigid data model based on the wind tunnel model of the aircraft, perform grid discretization on the flow field corresponding to the rigid data model, obtain the discretized grid, and perform numerical calculation on the discretized grid through computational fluid dynamics methods to obtain the second pressure coefficient of the aircraft under the rigid shape based on the data simulation calculation. Then determine the pressure coefficient difference between the first pressure coefficient and the second pressure coefficient of the aircraft under the rigid shape:

[0059] ;

[0060] in, is the pressure coefficient difference; is the first pressure coefficient; is the second pressure coefficient.

[0061] Step S12: using the pressure coefficient difference to correct the current surface pressure coefficient of the elastic model corresponding to the aircraft to obtain a corrected pressure coefficient.

[0062] In this embodiment, the present application uses numerical simulation to calculate the pressure coefficient of the elastic model. In this process, a full-scale elastic model of the aircraft is first established, and the flow field around it is discretized to obtain a discrete grid. and the surface mesh of this discretized mesh Finally, the finite volume method (CFD method) is used to calculate the current surface pressure coefficient of the elastic model Then, the obtained pressure coefficient difference is used to correct the current surface pressure coefficient of the elastic model corresponding to the aircraft. The specific correction method is as follows:

[0063] ;

[0064] in, is the current surface pressure coefficient; is the pressure coefficient difference; is the corrected pressure coefficient.

[0065] That is, the sum of the pressure coefficient difference and the current surface pressure coefficient of the elastic model corresponding to the aircraft is determined as the corrected pressure coefficient.

[0066] Step S13: calculating the surface aerodynamic force of the elastic model according to the corrected pressure coefficient.

[0067] In this embodiment, after the current surface pressure coefficient is corrected and the corrected pressure coefficient is obtained, the surface aerodynamic force of the elastic model is calculated according to the corrected pressure coefficient. Specifically, the product of the reference area of ​​the aircraft, the corrected pressure coefficient and the fluid dynamic pressure is determined, and the surface aerodynamic force of the elastic model is determined according to the product:

[0068] ;

[0069] in, is the corrected pressure coefficient; is the surface aerodynamic force of the elastic model; dyPressure is the fluid dynamic pressure; S is the reference area of ​​the aircraft.

[0070] Step S14: Determine the structural finite element mesh and the surface mesh using the finite element model of the elastic model.

[0071] In this embodiment, a structural finite element model of the elastic model is established according to the design requirements of the aircraft, and the structural finite element model is discretized using tetrahedron and hexahedron units to generate a structural finite element mesh. and its surface mesh .

[0072] Step S15: determining the structural displacement of the elastic model based on the structural finite element mesh, the surface mesh and the surface aerodynamic force.

[0073] In this embodiment, when determining the structural displacement of the elastic model, it is necessary to first map the aerodynamic load on the surface of the elastic model to the surface of the structural grid, and then calculate the structural displacement of the elastic model. Specifically, a first mapping relationship between the flow field surface grid and the surface grid is established by using the RBF (Radial Basis Function) method, the nearest projection method, etc., and the surface aerodynamic force is mapped to the surface grid using the first mapping relationship to obtain the aerodynamic load; based on the structural finite element grid, the structural displacement of the finite element model of the elastic model under the action of the aerodynamic load is calculated by using the computational structural dynamics method.

[0074] Step S16: Mapping the structural displacement to the flow field grid surface to obtain the flow field surface grid displacement.

[0075] In this embodiment, after determining the structural displacement, the structural displacement is mapped to the flow field mesh surface. Specifically, a second mapping relationship between the surface mesh and the flow field surface mesh is constructed by using the RBF method, the nearest projection method, etc., and the structural displacement is mapped to the flow field mesh surface based on the second mapping relationship to obtain the flow field surface mesh displacement.

[0076] Step S17: determining whether the calculation result of the current static aeroelastic coupling simulation has converged based on the difference between the flow field surface mesh displacements corresponding to two adjacent calculations.

[0077] In this embodiment, after obtaining the flow field surface mesh displacements corresponding to two adjacent calculations, it is determined whether the difference between the two flow field surface mesh displacements is less than a preset threshold. If the difference between the flow field surface mesh displacements corresponding to two adjacent calculations is less than the preset threshold, it is determined that the calculation result of the current static aeroelastic coupling simulation has converged; if the difference between the flow field surface mesh displacements corresponding to two adjacent calculations is greater than or equal to the preset threshold, it is determined that the calculation result of the current static aeroelastic coupling simulation has not converged.

[0078] Step S18: When it is determined that convergence has not yet occurred, the current surface pressure coefficient of the elastic model is updated based on the displacement of the flow field surface grid, the corresponding updated surface pressure coefficient is determined as the current surface pressure coefficient, and the process jumps again to the step of correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft by using the pressure coefficient difference, until it is determined that the calculation result of the current static aeroelastic coupling simulation has converged.

[0079] In this embodiment, if the calculation results of the current static aeroelastic coupling simulation have not converged, a dynamic mesh update algorithm is used to update the mesh according to the current flow field surface mesh displacement to obtain a new flow field mesh. , and finally the surface pressure coefficient of the current elastic model is calculated using the finite volume method and other methods. The surface pressure coefficient calculated at this time is determined as the current surface pressure coefficient, that is, the update of the pressure coefficient is completed, and then the step of using the pressure coefficient difference to correct the current surface pressure coefficient of the elastic model corresponding to the aircraft is jumped again, and a new round of calculation is performed again until the calculation results of the current static aeroelastic coupling simulation are determined to converge.

[0080] In summary, the present application first determines the pressure coefficient difference between the first pressure coefficient and the second pressure coefficient of the aircraft under the rigid shape; the first pressure coefficient is a coefficient determined based on experimental data, and the second pressure coefficient is a coefficient determined based on data simulation calculation; then the pressure coefficient difference is used to correct the current surface pressure coefficient of the elastic model corresponding to the aircraft to obtain the corrected pressure coefficient; the surface aerodynamic force of the elastic model is calculated according to the corrected pressure coefficient; the finite element model of the elastic model is used to determine the structural finite element mesh and the surface mesh; the elastic model is determined based on the structural finite element mesh, the surface mesh and the surface aerodynamic force. The structural displacement of the rigid model; the structural displacement is mapped to the flow field mesh surface to obtain the flow field surface mesh displacement; finally, based on the difference between the flow field surface mesh displacements corresponding to two adjacent calculations, it is determined whether the calculation result of the current static aeroelastic coupling simulation has converged; when it is determined that it has not converged, the current surface pressure coefficient of the elastic model is updated based on the flow field surface mesh displacement, the corresponding updated surface pressure coefficient is determined as the current surface pressure coefficient, and the step of correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft by using the pressure coefficient difference is jumped again until it is determined that the calculation result of the current static aeroelastic coupling simulation has converged. It can be seen that the present application corrects the pressure coefficient by the pressure coefficient difference corresponding to the experimental results and the numerical results under the rigid shape, so as to optimize the error generated by the aerodynamic force calculation in the numerical simulation process, thereby greatly reducing the error of the static aeroelastic coupling simulation and improving the accuracy of the simulation results.

[0081] Next, a rectangular straight wing model is used as an example to describe in detail the static aeroelastic coupling simulation method based on pressure difference.

[0082] The present application first manufactures a rectangular straight wing rigid scaled model according to the size and wind tunnel performance of the rectangular straight wing model, and uses this model to conduct a wind tunnel experiment, and obtains the first pressure coefficient of the rectangular straight wing under the rigid shape by measurement. Figure 2 At the same time, a rectangular straight wing rigid digital model identical to the wind tunnel model is established, and the flow field around the digital model is discretized by mesh. The discretized mesh is numerically calculated using the finite volume method (CFD method) to obtain the second pressure coefficient of the aircraft under the rigid shape.

[0083] Then, the pressure coefficient difference under the rigid shape is determined according to the first pressure coefficient and the second pressure coefficient, and a full-scale elastic model of the rectangular straight wing is established. The flow field around it is discretized using a hexahedral structure grid to obtain a discrete grid and a surface grid of the discrete grid. The surface grid of the rectangular straight wing after discretization is as follows: Figure 3As shown, the finite volume method (CFD method) is finally used to calculate the surface pressure coefficient of the elastic model. Then, the surface pressure coefficient is corrected using the pressure coefficient difference. The specific correction method is to determine the sum of the pressure coefficient difference and the current surface pressure coefficient of the elastic model corresponding to the aircraft as the corrected pressure coefficient.

[0084] Then, the aerodynamic force on the surface of the elastic model is calculated based on the pressure coefficient of the modified elastic model numerical simulation. The specific calculation process is to determine the product of the reference area of ​​the aircraft, the modified pressure coefficient and the fluid dynamic pressure, and determine the surface aerodynamic force of the elastic model based on the product. Then, according to the design requirements, a structural finite element model of the elastic model is established, and the digital model is discretized using tetrahedral units to generate a structural finite element mesh and its surface mesh. The surface mesh of the discretized rectangular straight wing is as follows: Figure 4 shown.

[0085] Then, the mapping relationship between the flow field surface mesh and the structure surface mesh is established by the RBF method. Based on this mapping relationship, the aerodynamic force of the calculated elastic model is mapped to the structure surface. The mapping process is as follows: Figure 5 As shown, the aerodynamic force on the structure surface is finally obtained. Then the aerodynamic force on the structure surface is loaded into the finite element model, and the displacement of the structure under the load is calculated using the CSD (Computational Structural Dynamics) method. It is also necessary to establish a mapping relationship between the structure surface mesh and the flow field surface mesh through the RBF method, and map the calculated displacement of the elastic model to the flow field surface based on the mapping relationship. The mapping result is shown in Figure 6 As shown, the displacement of the flow field surface grid is obtained.

[0086] Finally, based on the difference between the flow field surface mesh displacements corresponding to two adjacent calculations, determine whether the calculation results of the current static aeroelastic coupling simulation have converged; if the difference between the flow field surface mesh displacements corresponding to two adjacent calculations is less than the preset threshold, it is determined that the calculation results of the current static aeroelastic coupling simulation have converged; if the difference between the flow field surface mesh displacements corresponding to two adjacent calculations is greater than or equal to the preset threshold, it is determined that the calculation results of the current static aeroelastic coupling simulation have not converged. When it is determined that it has not converged, the current surface pressure coefficient of the elastic model is updated based on the flow field surface mesh displacement, and the corresponding updated surface pressure coefficient is determined as the current surface pressure coefficient, and jumps back to the step of correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft using the pressure coefficient difference, that is, the step of correcting the surface pressure coefficient using the pressure coefficient difference, and re-performs a new round of calculations until it is determined that the calculation results of the current static aeroelastic coupling simulation have converged. The final convergence curve of the static aeroelastic calculation of the rectangular straight wing is as follows: Figure 7 shown.

[0087] It can be seen that the present application corrects the pressure coefficient by the difference in pressure coefficients corresponding to the experimental results and the numerical results under the rigid shape, so as to optimize the error generated by the aerodynamic force calculation in the numerical simulation process, thereby greatly reducing the error of the static aeroelastic coupling simulation and improving the accuracy of the simulation results.

[0088] See also Figure 8 As shown, the embodiment of the present invention discloses a static aeroelastic coupling simulation device based on pressure difference, comprising:

[0089] A pressure coefficient difference determination module 11 is used to determine a pressure coefficient difference between a first pressure coefficient and a second pressure coefficient of the aircraft under a rigid shape; the first pressure coefficient is a coefficient determined based on experimental data, and the second pressure coefficient is a coefficient determined based on data simulation calculation;

[0090] A pressure coefficient correction module 12, used to correct the current surface pressure coefficient of the elastic model corresponding to the aircraft using the pressure coefficient difference to obtain a corrected pressure coefficient;

[0091] A surface aerodynamic force calculation module 13, used for calculating the surface aerodynamic force of the elastic model according to the corrected pressure coefficient;

[0092] A mesh determination module 14, used to determine a structural finite element mesh and a surface mesh using a finite element model of the elastic model;

[0093] A structural displacement determination module 15, configured to determine the structural displacement of the elastic model based on the structural finite element mesh, the surface mesh and the surface aerodynamic force;

[0094] A displacement acquisition module 16, used for mapping the structural displacement to the flow field grid surface to obtain the flow field surface grid displacement;

[0095] A determination module 17 is used to determine whether the calculation result of the current static aeroelastic coupling simulation has converged based on the difference between the flow field surface mesh displacements corresponding to two adjacent calculations;

[0096] The jump module 18 is used to update the current surface pressure coefficient of the elastic model based on the displacement of the flow field surface grid when it is determined that convergence has not yet occurred, determine the corresponding updated surface pressure coefficient as the current surface pressure coefficient, and jump again to the step of correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft using the pressure coefficient difference until it is determined that the calculation result of the current static aeroelastic coupling simulation has converged.

[0097] In summary, the present application first determines the pressure coefficient difference between the first pressure coefficient and the second pressure coefficient of the aircraft under the rigid shape; the first pressure coefficient is a coefficient determined based on experimental data, and the second pressure coefficient is a coefficient determined based on data simulation calculation; then the pressure coefficient difference is used to correct the current surface pressure coefficient of the elastic model corresponding to the aircraft to obtain the corrected pressure coefficient; the surface aerodynamic force of the elastic model is calculated according to the corrected pressure coefficient; the finite element model of the elastic model is used to determine the structural finite element mesh and the surface mesh; the elastic model is determined based on the structural finite element mesh, the surface mesh and the surface aerodynamic force. The structural displacement of the rigid model; the structural displacement is mapped to the flow field mesh surface to obtain the flow field surface mesh displacement; finally, based on the difference between the flow field surface mesh displacements corresponding to two adjacent calculations, it is determined whether the calculation result of the current static aeroelastic coupling simulation has converged; when it is determined that it has not converged, the current surface pressure coefficient of the elastic model is updated based on the flow field surface mesh displacement, the corresponding updated surface pressure coefficient is determined as the current surface pressure coefficient, and the step of correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft by using the pressure coefficient difference is jumped again until it is determined that the calculation result of the current static aeroelastic coupling simulation has converged. It can be seen that the present application corrects the pressure coefficient by the pressure coefficient difference corresponding to the experimental results and the numerical results under the rigid shape, so as to optimize the error generated by the aerodynamic force calculation in the numerical simulation process, thereby greatly reducing the error of the static aeroelastic coupling simulation and improving the accuracy of the simulation results.

[0098] In some specific embodiments, the device may further include:

[0099] a first pressure coefficient acquisition module, configured to construct a rigid scaled model of the aircraft according to the size of the aircraft and the wind tunnel performance, and to perform a wind blowing experiment on the rigid scaled model in a wind tunnel, so as to obtain, by measurement, a first pressure coefficient of the aircraft in a rigid shape based on experimental data;

[0100] The second pressure coefficient acquisition module is used to build a rigid data model based on the wind tunnel model of the aircraft, discretize the flow field corresponding to the rigid data model, obtain the discretized grid, and perform numerical calculation on the discretized grid through computational fluid dynamics methods to obtain the second pressure coefficient of the aircraft under the rigid shape based on data simulation calculation.

[0101] In some specific embodiments, the pressure coefficient correction module 12 may specifically include:

[0102] The corrected pressure coefficient determining unit is used to determine the corrected pressure coefficient by taking the sum of the pressure coefficient difference and the current surface pressure coefficient of the elastic model corresponding to the aircraft.

[0103] In some specific embodiments, the surface aerodynamic force calculation module 13 may specifically include:

[0104] The surface aerodynamic force determination unit is used to determine the product of the reference area of ​​the aircraft, the corrected pressure coefficient and the fluid dynamic pressure, and determine the surface aerodynamic force of the elastic model according to the product.

[0105] In some specific embodiments, the structural displacement determination module 15 may specifically include:

[0106] an aerodynamic load acquisition unit, used to establish a first mapping relationship between a flow field surface grid and the surface grid, and map the surface aerodynamic force to the surface grid using the first mapping relationship to obtain an aerodynamic load;

[0107] A structural displacement calculation unit is used to calculate the structural displacement of the finite element model of the elastic model under the action of the aerodynamic load based on the structural finite element grid by using a computational structural dynamics method.

[0108] In some specific embodiments, the displacement acquisition module 16 may specifically include:

[0109] The flow field surface mesh displacement acquisition unit is used to construct a second mapping relationship between the surface mesh and the flow field surface mesh, and map the structural displacement to the flow field mesh surface based on the second mapping relationship to obtain the flow field surface mesh displacement.

[0110] In some specific embodiments, the determining module 17 may specifically include:

[0111] A first determination unit is used to determine that the calculation result of the current static aeroelastic coupling simulation converges if the difference between the flow field surface mesh displacements corresponding to two adjacent calculations is less than a preset threshold;

[0112] The second determining unit is used to determine that the calculation result of the current static aeroelastic coupling simulation has not converged if the difference between the flow field surface mesh displacements corresponding to two adjacent calculations is greater than or equal to the preset threshold.

[0113] Furthermore, the present application also discloses an electronic device. Fig. 9 This is a structural diagram of an electronic device 20 according to an exemplary embodiment. The content in the diagram cannot be regarded as any limitation on the scope of use of the present application.

[0114] Fig. 9 A schematic diagram of the structure of an electronic device 20 provided in an embodiment of the present application. The electronic device 20 may specifically include: at least one processor 21, at least one memory 22, a power supply 23, a communication interface 24, an input / output interface 25, and a communication bus 26. The memory 22 is used to store a computer program, which is loaded and executed by the processor 21 to implement the relevant steps in the static aeroelastic coupling simulation method based on pressure difference disclosed in any of the aforementioned embodiments. In addition, the electronic device 20 in this embodiment may specifically be an electronic computer.

[0115] In this embodiment, the power supply 23 is used to provide working voltage for each hardware device on the electronic device 20; the communication interface 24 can create a data transmission channel between the electronic device 20 and the external device, and the communication protocol it follows is any communication protocol that can be applied to the technical solution of the present application, and is not specifically limited here; the input and output interface 25 is used to obtain external input data or output data to the outside world, and its specific interface type can be selected according to specific application needs and is not specifically limited here.

[0116] In addition, the memory 22 as a carrier for resource storage may be a read-only memory, a random access memory, a disk or an optical disk, etc. The resources stored thereon may include an operating system 221, a computer program 222, etc., and the storage method may be temporary storage or permanent storage.

[0117] The operating system 221 is used to manage and control the hardware devices and computer program 222 on the electronic device 20, and may be Windows Server, Netware, Unix, Linux, etc. In addition to the computer program that can be used to complete the static aeroelastic coupling simulation method based on pressure difference performed by the electronic device 20 disclosed in any of the aforementioned embodiments, the computer program 222 may further include computer programs that can be used to complete other specific tasks.

[0118] Furthermore, the present application also discloses a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, the static aeroelastic coupling simulation method based on pressure difference disclosed above is implemented. For the specific steps of the method, reference may be made to the corresponding contents disclosed in the above embodiments, and no further description will be given here.

[0119] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0120] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to function. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0121] The steps of the method or algorithm described in conjunction with the embodiments disclosed herein may be implemented directly using hardware, a software module executed by a processor, or a combination of the two. The software module may be placed in a random access memory (RAM), a memory, a read-only memory (ROM), an electrically programmable ROM, an electrically erasable programmable ROM, a register, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.

[0122] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0123] The technical solution provided by the present application is introduced in detail above. Specific examples are used in this article to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea. At the same time, for general technicians in this field, according to the idea of ​​the present application, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A static aeroelastic coupling simulation method based on pressure difference, characterized in that: include: determining a pressure coefficient difference between a first pressure coefficient and a second pressure coefficient of the aircraft in the rigid configuration; The first pressure coefficient is a coefficient determined based on experimental data, and the second pressure coefficient is a coefficient determined based on data simulation calculation; Using the pressure coefficient difference, correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft to obtain a corrected pressure coefficient; Calculating the surface aerodynamic force of the elastic model according to the corrected pressure coefficient; Determining a structural finite element mesh and a surface mesh using a finite element model of the elastic model; determining a structural displacement of the elastic model based on the structural finite element mesh, the surface mesh, and the surface aerodynamic force; Mapping the structural displacement to the flow field mesh surface to obtain the flow field surface mesh displacement; Based on the difference between the mesh displacements of the flow field surface corresponding to two adjacent calculations, determine whether the calculation results of the current static aeroelastic coupling simulation have converged; When it is determined that convergence has not yet occurred, the current surface pressure coefficient of the elastic model is updated based on the displacement of the flow field surface mesh, the corresponding updated surface pressure coefficient is determined as the current surface pressure coefficient, and the process jumps again to the step of correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft by using the pressure coefficient difference until it is determined that the calculation result of the current static aeroelastic coupling simulation converges.

2. The static aeroelastic coupling simulation method based on pressure difference according to claim 1 is characterized in that: Before determining the pressure coefficient difference between the first pressure coefficient and the second pressure coefficient of the aircraft in the rigid shape, the method further includes: constructing a rigid scaled model of the aircraft according to the size of the aircraft and the wind tunnel performance, and performing a wind blowing test on the rigid scaled model in a wind tunnel, so as to obtain a first pressure coefficient of the aircraft under a rigid shape based on experimental data by measurement; A rigid data model is constructed based on the wind tunnel model of the aircraft, the flow field corresponding to the rigid data model is discretized into a grid, the discretized grid is obtained, and the discretized grid is numerically calculated by computational fluid dynamics methods to obtain the second pressure coefficient of the aircraft under the rigid shape calculated based on data simulation.

3. The static aeroelastic coupling simulation method based on pressure difference according to claim 1 is characterized in that: The method of correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft by using the pressure coefficient difference to obtain a corrected pressure coefficient includes: The sum of the pressure coefficient difference and the current surface pressure coefficient of the elastic model corresponding to the aircraft is determined as the corrected pressure coefficient.

4. The static aeroelastic coupling simulation method based on pressure difference according to claim 1 is characterized in that: The calculating the surface aerodynamic force of the elastic model according to the corrected pressure coefficient comprises: The product of the reference area of ​​the aircraft, the corrected pressure coefficient and the fluid dynamic pressure is determined, and the surface aerodynamic force of the elastic model is determined according to the product.

5. The static aeroelastic coupling simulation method based on pressure difference according to claim 1 is characterized in that: The determining the structural displacement of the elastic model based on the structural finite element mesh, the surface mesh and the surface aerodynamic force comprises: Establishing a first mapping relationship between a flow field surface grid and the surface grid, and mapping the surface aerodynamic force to the surface grid using the first mapping relationship to obtain an aerodynamic load; The structural displacement of the finite element model of the elastic model under the action of the aerodynamic load is calculated based on the structural finite element mesh by a computational structural dynamics method.

6. The static aeroelastic coupling simulation method based on pressure difference according to claim 1 is characterized in that: Mapping the structural displacement to the flow field mesh surface to obtain the flow field surface mesh displacement includes: A second mapping relationship between the surface mesh and the flow field surface mesh is constructed, and based on the second mapping relationship, the structural displacement is mapped to the flow field mesh surface to obtain the flow field surface mesh displacement.

7. The static aeroelastic coupling simulation method based on pressure difference according to any one of claims 1 to 6, characterized in that: The step of determining whether the calculation result of the current static aeroelastic coupling simulation has converged based on the difference between the mesh displacements of the flow field surface corresponding to two adjacent calculations includes: If the difference between the mesh displacements of the flow field surface corresponding to two adjacent calculations is less than a preset threshold, it is determined that the calculation result of the current static aeroelastic coupling simulation is converged; If the difference between the mesh displacements of the flow field surface corresponding to two adjacent calculations is greater than or equal to the preset threshold, it is determined that the calculation result of the current static aeroelastic coupling simulation has not converged.

8. A static aeroelastic coupling simulation device based on pressure difference, characterized in that: include: A pressure coefficient difference determination module, used to determine a pressure coefficient difference between a first pressure coefficient and a second pressure coefficient of the aircraft under a rigid shape; the first pressure coefficient is a coefficient determined based on experimental data, and the second pressure coefficient is a coefficient determined based on data simulation calculation; A pressure coefficient correction module, used to correct the current surface pressure coefficient of the elastic model corresponding to the aircraft using the pressure coefficient difference to obtain a corrected pressure coefficient; A surface aerodynamic force calculation module, used for calculating the surface aerodynamic force of the elastic model according to the corrected pressure coefficient; A mesh determination module, used for determining a structural finite element mesh and a surface mesh using a finite element model of the elastic model; A structural displacement determination module, used to determine the structural displacement of the elastic model based on the structural finite element mesh, the surface mesh and the surface aerodynamic force; A displacement acquisition module, used for mapping the structural displacement to the flow field grid surface to obtain the flow field surface grid displacement; A determination module, used to determine whether the calculation result of the current static aeroelastic coupling simulation has converged based on the difference between the flow field surface mesh displacements corresponding to two adjacent calculations; A jump module is used to update the current surface pressure coefficient of the elastic model based on the displacement of the flow field surface grid when it is determined that convergence has not yet occurred, determine the corresponding updated surface pressure coefficient as the current surface pressure coefficient, and jump again to the step of correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft by using the pressure coefficient difference, until it is determined that the calculation result of the current static aeroelastic coupling simulation has converged.

9. An electronic device, characterized in that: include: Memory, used to store computer programs; A processor is used to execute the computer program to implement the static aeroelastic coupling simulation method based on pressure difference as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: Used to store a computer program; wherein, when the computer program is executed by a processor, the static aeroelastic coupling simulation method based on pressure difference according to any one of claims 1 to 7 is implemented.

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