Static Aeroelastic Coupling Simulation Method, Device, Equipment and Medium Based on Pressure Difference

Abstract

The present application discloses a static aeroelastic coupling simulation method, device, equipment and medium based on pressure coefficient difference, which relates to the field of coupling simulation, and includes: determining the pressure coefficient difference between the first pressure coefficient and the second pressure coefficient; 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 the structural finite element mesh and the surface mesh; determining the structural displacement based on the structural finite element mesh, the surface mesh and the surface aerodynamic force; mapping the structural displacement to the surface of the flow field grid to obtain the flow field surface grid displacement; determining whether the calculation result of the coupling simulation has converged based on the flow field surface grid displacement; if not, updating the current surface pressure coefficient, determining the updated surface pressure coefficient as the current surface pressure coefficient, and re-jumping to the step of correcting the current surface pressure coefficient until the calculation result of the static aeroelastic coupling simulation converges. The error of the coupling simulation is reduced.

Description

Technical Field

[0001] The present invention relates to coupled simulation, and particularly to a static aeroelastic coupled simulation method, device, equipment and medium based on pressure difference Background Art

[0002] Currently, the design of aircraft has a tendency to develop towards lightweight structures such as composite materials to reduce the overall structural weight of the aircraft, improve fuel efficiency and range. The aircraft becomes more flexible. Considering the coupling effect between the wing aerodynamics / structure in all design stages can better improve the performance of the aircraft and reduce the design and manufacturing costs. For the coupling between the flexible wing aerodynamics / structure, there are currently mainly three methods: numerical simulation, wind tunnel test and in-flight test.

[0003] Among them, due to its high conformity to the actual flight conditions, the accuracy of the wind tunnel test measurement is extremely high. However, the measurement technology of the wind tunnel test is difficult and the experimental cost is relatively high. In order to reduce the experimental cost and the difficulty of measuring experimental data, the wind tunnel model of the aircraft often adopts a scaled-down model of the full-scale model of the aircraft. As a result, the stiffness of the model itself increases exponentially. When conducting wind tunnel tests related to aeroelasticity, the elastic data often becomes distorted. Therefore, the wind tunnel test cannot accurately describe the aeroelastic state of the aircraft. However, the rigid wind tunnel test using the scaled-down model can obtain relatively accurate data.

[0004] In order to reduce the experimental cost and ensure the safety of experimental personnel, with the rapid development of computer technology and calculation methods, computational fluid dynamics has developed into an efficient and high-resolution numerical analysis tool. Currently, the static aeroelastic coupled simulation method based on CFD (Computational Fluid Dynamics) mainly adopts the direct coupling method of aerodynamics and structure. When conducting aero / structure coupled simulation, due to factors such as aircraft modeling error, grid discretization error, and coupled surface data transfer error, the calculation result deviates from the correct result, 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 coupled simulation method, device, equipment and medium based on pressure difference, which can reduce the error of static aeroelastic coupled simulation and improve the accuracy of simulation results. The specific solutions are as follows:

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

[0007] Determine the pressure coefficient difference between the first pressure coefficient and the 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;

[0008] Use 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;

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

[0010] Use the finite element model of the elastic model to determine the structural finite element mesh and the surface mesh;

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

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

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

[0014] When it is determined that the convergence has not been achieved, update the current surface pressure coefficient of the elastic model based on the flow field surface mesh displacement, determine the corresponding updated surface pressure coefficient as the current surface pressure coefficient, and then jump back to the step of using the pressure coefficient difference to correct the current surface pressure coefficient of the elastic model corresponding to the aircraft until it is determined that the calculation result of the current static aeroelastic coupling simulation has converged.

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

[0016] Construct a rigid scaled model of the aircraft according to the size of the aircraft and the performance of the wind tunnel, and conduct a wind tunnel test 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 experimental data through measurement;

[0017] Construct a rigid data model based on the wind tunnel model of the aircraft, discretize the grid of the flow field corresponding to the rigid data model, obtain the discretized grid, and perform numerical calculation on the discretized grid by computational fluid dynamics method to obtain the second pressure coefficient of the aircraft under the rigid shape based on data simulation calculation.

[0018] Optionally, the step 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:

[0019] Determining 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.

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

[0021] Determining the product of the reference area of the aircraft, the corrected pressure coefficient, and the hydrodynamic pressure, and determining the surface aerodynamic force of the elastic model according to the product.

[0022] Optionally, the step of 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 the flow field surface mesh and the surface mesh, and using the first mapping relationship to map the surface aerodynamic force to the surface mesh to obtain an aerodynamic force load;

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

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

[0026] Constructing a second mapping relationship between the surface mesh and the flow field surface mesh, and mapping the structural displacement to the surface of the flow field mesh based on the second mapping relationship to obtain the flow field surface mesh displacement.

[0027] Optionally, 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 flow field surface mesh displacements 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 has converged;

[0029] 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.

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

[0031] A pressure coefficient difference determination module, configured to determine a pressure coefficient difference between a first pressure coefficient and a second pressure coefficient of an 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, configured to correct 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;

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

[0034] A grid determination module, configured to determine a structural finite element grid and a surface grid by using the finite element model of the elastic model;

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

[0036] A displacement acquisition module, configured to map the structural displacement to the surface of the flow field grid to obtain the displacement of the flow field surface grid;

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

[0038] A jump module, configured to, when it is determined that the convergence has not been achieved, update the current surface pressure coefficient of the elastic model based on the displacement of the flow field surface grid, determine the corresponding updated surface pressure coefficient as the current surface pressure coefficient, and re-jump 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, including:

[0040] A memory, configured to store a computer program;

[0041] A processor, configured to execute the computer program to implement the static aeroelastic coupling simulation method based on the pressure difference as described above.

[0042] In a fourth aspect, the present application discloses a computer-readable storage medium, configured to store a computer program; wherein, when the computer program is executed by a processor, the static aeroelastic coupling simulation method based on the 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 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; then, the current surface pressure coefficient of the elastic model corresponding to the aircraft is corrected by using the pressure coefficient difference to obtain a corrected pressure coefficient; the surface aerodynamic force of the elastic model is calculated according to the corrected pressure coefficient; the structural finite element mesh and the surface mesh are determined by using the finite element model of the elastic model; the structural displacement of the elastic model is determined based on the structural finite element mesh, the surface mesh, and the surface aerodynamic force; the structural displacement is mapped to the surface of the flow field mesh 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 the convergence has not occurred, 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 process jumps back 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. It can be seen that the present application corrects the pressure coefficient by using the pressure coefficient difference corresponding to the experimental result and the numerical result under a 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 result. Description of the Drawings

[0044] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on the provided drawings without creative efforts.

[0045] Figure 1 Flowchart of a static aeroelastic coupling simulation method based on pressure difference disclosed in the present application;

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

[0047] Figure 3 Schematic diagram of a flow field mesh of a rectangular straight wing disclosed in the present application;

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

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

[0050] Figure 6 Another schematic diagram of a mapping result disclosed in the present application;

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

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

[0053] Figure 9 A structural diagram of an electronic device disclosed in the present application. Specific embodiments

[0054] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0055] Currently, the static aeroelasticity coupling simulation method based on CFD mainly adopts the direct coupling method of aerodynamics and structure. When performing aerodynamic / structural coupling simulation, due to factors such as aircraft modeling error, grid discretization error, and coupling surface data transfer error, the calculation result deviates from the correct result, affecting the accuracy of aircraft performance evaluation. To solve the above technical problems, the present application discloses a static aeroelasticity coupling simulation method, device, equipment, and medium based on pressure difference, which can reduce the error of static aeroelasticity coupling simulation and improve the accuracy of simulation results.

[0056] See Figure 1 As shown, the embodiments of the present invention disclose a static aeroelasticity 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 a rigid shape, it is necessary to first obtain the first pressure coefficient determined based on experimental data and the second pressure coefficient determined based on data simulation calculations. Specifically, this application needs to construct a rigid scaled model of the aircraft according to the size of the aircraft and the performance of the wind tunnel, and conduct a blowing experiment on the rigid scaled model in the wind tunnel to measure and obtain the first pressure coefficient of the aircraft under a rigid shape based on experimental data; and construct a rigid data model based on the wind tunnel model of the aircraft, discretize the flow field corresponding to the rigid data model to obtain the discretized grid, and numerically calculate the discretized grid by computational fluid dynamics methods to obtain the second pressure coefficient of the aircraft under a rigid shape based on data simulation calculations. Then determine the pressure coefficient difference between the first pressure coefficient and the second pressure coefficient of the aircraft under a rigid shape:

[0059] ;

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

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

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

[0063] ;

[0064] wherein, 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: Calculate the surface aerodynamic force of the elastic model according to the corrected pressure coefficient.

[0067] In this embodiment, after correcting the current surface pressure coefficient to obtain the corrected pressure coefficient, 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 hydrodynamic pressure is determined, and the surface aerodynamic force of the elastic model is determined according to the product:

[0068] ;

[0069] where, is the corrected pressure coefficient; is the surface aerodynamic force of the elastic model; dyPressure is the hydrodynamic 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 at the same time, the structural finite element model is discretized using tetrahedron and hexahedron elements to generate a structural finite element mesh and its surface mesh .

[0072] Step S15: Determine 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 surface aerodynamic force load of the elastic model to the surface of the structural mesh, and then calculate the structural displacement of the elastic model. Specifically, a first mapping relationship between the flow field surface mesh and the surface mesh is established through methods such as the RBF (Radial Basis Function) method and the nearest projection method, and the surface aerodynamic force is mapped to the surface mesh using the first mapping relationship to obtain the aerodynamic force load; the structural displacement of the finite element model of the elastic model under the action of the aerodynamic force load is calculated by calculating the structural dynamics method based on the structural finite element mesh.

[0074] Step S16: Map the structural displacement to the surface of the flow field mesh to obtain the flow field surface mesh displacement.

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

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

[0077] In this embodiment, after obtaining the flow field surface grid displacements corresponding to two adjacent calculations, determine whether the difference between these two flow field surface grid displacements is less than a preset threshold. If the difference between the flow field surface grid 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 grid 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 yet.

[0078] Step S18: When it is determined that the result has not converged, update the current surface pressure coefficient of the elastic model based on the flow field surface grid displacement, determine the corresponding updated surface pressure coefficient as the current surface pressure coefficient, and then jump 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.

[0079] In this embodiment, if the calculation result of the current static aeroelastic coupling simulation has not converged, the dynamic grid update algorithm is used to update the grid according to the current flow field surface grid displacement to obtain a new flow field grid , and finally, methods such as the finite volume method are used to calculate the surface pressure coefficient of the current elastic model. 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 jump back to the step of correcting the current surface pressure coefficient of the elastic model corresponding to the aircraft using the pressure coefficient difference to perform a new round of calculations until it is determined that the calculation result of the current static aeroelastic coupling simulation has converged.

[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 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; then uses the pressure coefficient difference to correct the current surface pressure coefficient of the elastic model corresponding to the aircraft to obtain the corrected pressure coefficient; calculates the surface aerodynamic force of the elastic model according to the corrected pressure coefficient; uses the finite element model of the elastic model to determine the structural finite element mesh and the surface mesh; determines the structural displacement of the elastic model based on the structural finite element mesh, the surface mesh and the surface aerodynamic force; maps the structural displacement to the surface of the flow field mesh 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, determines whether the calculation result of the current static aeroelastic coupling simulation has converged; when it is determined that the convergence has not occurred, updates the current surface pressure coefficient of the elastic model based on the flow field surface mesh displacement, determines the corresponding updated surface pressure coefficient as the current surface pressure coefficient, and jumps back to the step of using the pressure coefficient difference to correct the current surface pressure coefficient of the elastic model corresponding to the aircraft 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 through the pressure coefficient difference corresponding to the experimental result and the numerical result 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 result.

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

[0082] The present application first manufactures a rigid scaled model of a rectangular straight wing according to the size of the rectangular straight wing model and the wind tunnel performance, and conducts a blowing experiment on this model in the wind tunnel to obtain the first pressure coefficient of the rectangular straight wing under a rigid shape through measurement. Among them, the rectangular straight wing model is as Figure 2 shown. At the same time, a rigid digital model of a rectangular straight wing identical to the wind tunnel model is established, the flow field around the digital model is discretized into grids, and the discretized grids are numerically calculated using the finite volume method (CFD method) to obtain the second pressure coefficient of the aircraft under a rigid shape.

[0083] After that, the pressure coefficient difference under the rigid shape is determined according to the first pressure coefficient and the second pressure coefficient, and a full-size elastic model of the rectangular straight wing is established. The flow field around it is discretized into grids using a hexahedral structural grid to obtain the discretized grid and the surface grid of the discretized grid. The discretized surface grid of the rectangular straight wing is as Figure 3As shown in the figure, the surface pressure coefficient of the elastic model is finally calculated using the finite volume method (CFD method). Then, the surface pressure coefficient is corrected using the pressure coefficient difference. The specific correction method is to determine the corrected pressure coefficient as the sum of the pressure coefficient difference and the current surface pressure coefficient of the elastic model corresponding to the aircraft.

[0084] Then, based on the pressure coefficient obtained from the numerical simulation of the corrected elastic model, the aerodynamic force on the surface of the elastic model is calculated. The specific calculation process is to determine the product of the reference area of the aircraft, the corrected pressure coefficient, and the hydrodynamic pressure, and then determine the aerodynamic force on the surface of the elastic model according to the product. Next, according to the design requirements, a structural finite element model of the elastic model is established, and the model is discretized using tetrahedral elements to generate a structural finite element mesh and its surface mesh. The surface mesh of the discretized rectangular straight wing is shown as Figure 4 shown.

[0085] Next, a mapping relationship between the flow field surface mesh and the structural surface mesh is established using the RBF method. According to this mapping relationship, the aerodynamic force calculated for the elastic model is mapped to the structural surface. The mapping process is shown as Figure 5 shown. Finally, the aerodynamic force on the structural surface is obtained. Then, the obtained aerodynamic force on the structural surface is applied to the finite element model, and the CSD (Computational Structural Dynamics) method is used to calculate the displacement of the structure under this load. It is also necessary to establish a mapping relationship between the structural surface mesh and the flow field surface mesh using the RBF method. According to this mapping relationship, the displacement calculated for the elastic model is mapped to the flow field surface. The mapping result is shown as Figure 6 shown, and the displacement of the flow field surface mesh is obtained.

[0086] Finally, based on the difference between the displacements of the flow field surface mesh corresponding to two adjacent calculations, it is determined whether the calculation result of the current static aeroelastic coupling simulation has converged. If the difference between the displacements of the flow field surface mesh 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 displacements of the flow field surface mesh 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. When it is determined that the calculation has not converged, the current surface pressure coefficient of the elastic model is updated based on the displacement of the flow field surface mesh, and the corresponding updated surface pressure coefficient is determined as the current surface pressure coefficient. Then, it 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 a new round of calculations is performed until it is determined that the calculation result of the current static aeroelastic coupling simulation has converged. The convergence curve of the final static aeroelastic calculation of the rectangular straight wing is shown as Figure 7 shown.

[0087] It can be seen that in the present application, under a rigid shape, the pressure coefficient is corrected by the difference in pressure coefficients corresponding to the experimental results and the numerical results, 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 Figure 8 As shown, an embodiment of the present invention discloses a static aeroelastic coupling simulation device based on pressure difference, including:

[0089] A pressure coefficient difference determination module 11 for determining the pressure coefficient difference between the first pressure coefficient and the 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 for 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;

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

[0092] A grid determination module 14 for determining a structural finite element grid and a surface grid by using the finite element model of the elastic model;

[0093] A structural displacement determination module 15 for determining the structural displacement of the elastic model based on the structural finite element grid, the surface grid, and the surface aerodynamic force;

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

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

[0096] A jump module 18 for, when it is determined that the convergence has not been achieved, updating the current surface pressure coefficient of the elastic model based on the flow field surface grid displacement, determining the corresponding updated surface pressure coefficient as the current surface pressure coefficient, and re-jumping 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.

[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 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; then uses 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; calculates the surface aerodynamic force of the elastic model according to the corrected pressure coefficient; determines the structural finite element mesh and the surface mesh using the finite element model of the elastic model; determines the structural displacement of the elastic model based on the structural finite element mesh, the surface mesh, and the surface aerodynamic force; maps the structural displacement to the surface of the flow field mesh 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, determines whether the calculation result of the current static aeroelastic coupling simulation has converged; when it is determined that the convergence has not occurred, updates the current surface pressure coefficient of the elastic model based on the flow field surface mesh displacement, determines the corresponding updated surface pressure coefficient 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 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 through the pressure coefficient difference corresponding to the experimental result and the numerical result under a 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 result.

[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 performance of the wind tunnel, 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 a rigid shape based on experimental data through measurement;

[0100] A second pressure coefficient acquisition module, configured to construct a rigid data model based on the wind tunnel model of the aircraft, discretize the grid of the flow field corresponding to the rigid data model, obtain the discretized grid, and perform numerical calculation on the discretized grid by means of computational fluid dynamics to obtain the second pressure coefficient of the aircraft under a rigid shape based on data simulation calculation.

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

[0102] A corrected pressure coefficient determination unit is configured 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.

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

[0104] A surface aerodynamic force determination unit is configured to determine the product of the reference area of the aircraft, the corrected pressure coefficient, and the hydrodynamic 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 force load acquisition unit is configured to establish a first mapping relationship between the flow field surface grid and the surface grid, and map the surface aerodynamic force to the surface grid by using the first mapping relationship to obtain an aerodynamic force load;

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

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

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

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

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

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

[0113] Furthermore, an embodiment of the present application also discloses an electronic device, Figure 9 which is a structural diagram of an electronic device 20 shown according to an exemplary embodiment, and the content in the figure should not be regarded as any limitation on the scope of use of the present application.

[0114] Figure 9 This is a schematic structural diagram of an electronic device 20 provided by 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. Among them, the memory 22 is used to store a computer program, and the computer program 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 foregoing 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 a 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 external devices, and the communication protocol it follows is any communication protocol applicable to the technical solution of the present application, and specific limitations are not imposed on it here; the input / output interface 25 is used to obtain external input data or output data to the outside, and its specific interface type can be selected according to specific application needs, and no specific limitations are made here.

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

[0117] Among them, the operating system 221 is used to manage and control each hardware device and the computer program 222 on the electronic device 20, and it 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 executed by the electronic device 20 disclosed in any of the foregoing 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, the computer program, when executed by a processor, implements the static aeroelastic coupling simulation method based on pressure difference disclosed above. For the specific steps of this method, reference may be made to the corresponding content disclosed in the foregoing embodiments, and details are not described herein again.

[0119] In this specification, the various embodiments are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. For the same or similar parts among the embodiments, reference can be made to each other. For the devices disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple. For the relevant parts, reference can be made to the description in the method section.

[0120] Those skilled in the art can further realize that the units and algorithm steps of the examples described in conjunction with the embodiments disclosed herein can be implemented by electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the composition and steps of the examples have been generally described according to functions in the above description. Whether these functions are executed in a hardware or software manner depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered to exceed the scope of this application.

[0121] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be directly implemented by hardware, software modules executed by a processor, or a combination of both. The software modules can be placed in a random access memory (RAM), internal memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium well-known in the technical field.

[0122] Finally, it should also be noted that in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of additional identical elements in the process, method, article or device including the said element.

[0123] The above has introduced the technical solutions provided by this application in detail. Specific examples are used herein to elaborate on the principles and implementation manners of this application. The description of the above embodiments is only used to help understand the method and its core idea of this application; at the same time, for those of ordinary skill in the art, based on the idea of this application, there will be changes in the specific implementation manners and application scopes. In summary, the content of this specification should not be construed as a limitation to this 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, updating the current surface pressure coefficient of the elastic model based on the displacement of the flow field surface mesh, 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 by using the pressure coefficient difference, until it is determined that the calculation result of the current static aeroelastic coupling simulation has converged; 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.

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 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.

4. 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.

5. 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.

6. The static aeroelastic coupling simulation method based on pressure difference according to any one of claims 1 to 5, 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.

7. 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, used for updating 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, determining the corresponding updated surface pressure coefficient as the current surface pressure coefficient, and jumping 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; The pressure coefficient correction module comprises: 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.

8. 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 6.

9. 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 6 is implemented.

Images