Method and device for determining pressure of aircraft fuel tank

Abstract

The invention belongs to the technical field of structural strength design, and particularly relates to an aircraft fuel tank pressure determination method and device.The method comprises the steps that S1, all infinitesimal coordinates obtained by conducting infinitesimal division on a deflection face of an aircraft fuel tank in advance are obtained, the rotation center of the deflection face is a coordinate system circle point, the horizontal direction is the x axis, and the vertical direction is the y axis; s2, converting each infinitesimal coordinate according to the deflection angle of the aircraft in the deflection plane to obtain each infinitesimal correction coordinate; s3, according to the principle that the proportion of the infinitesimal elements with the fuel oil is matched with the remaining percentage of the fuel oil amount, the fuel oil liquid level height is determined; and S4, determining the pressure distribution at the bottom of the fuel tank according to the fuel liquid level height and the deflection angle. According to the method, the fuel oil liquid level position of the fuel tank under different flight deflection angles can be quickly solved, more accurate fuel tank pressure distribution is obtained, and a reference is provided for static strength design of the fuel tank.

Description

Technical Field

[0001] The present application belongs to the technical field of structural strength design, and in particular relates to a method and device for determining the pressure of an aircraft fuel tank. Background Art

[0002] Currently, aircraft designers ignore the changes in fuel pressure caused by the deflection of the aircraft when calibrating the strength of the fuel tank, and there is a deviation in the strength calibration of the fuel tank according to the aircraft's level flight state. Summary of the invention

[0003] In order to solve the above problems, the present application provides a method and device for determining the fuel tank pressure of an aircraft to obtain the fuel tank pressure distribution under different flight conditions.

[0004] The first aspect of the present application provides a method for determining the pressure of an aircraft fuel tank, mainly comprising:

[0005] Step S1, obtaining the coordinates of each microelement of the aircraft fuel tank pre-divided into microelement on the deflection surface, wherein the rotation center of the deflection surface is the coordinate system point, the horizontal direction is the x-axis, and the vertical direction is the y-axis;

[0006] Step S2, converting the coordinates of each micro-element according to the deflection angle of the aircraft in the deflection plane to obtain the corrected coordinates of each micro-element;

[0007] Step S3, determining the fuel level according to the principle that the proportion of micro-elements with fuel matches the remaining percentage of fuel;

[0008] Step S4: determining the pressure distribution at the bottom of the fuel tank according to the fuel level and the deflection angle.

[0009] Preferably, in step S1, when the aircraft deflects in heading, the deflection angle is the angle of attack, and the deflection surface is the plane where the pitch direction is located; when the aircraft deflects sideways, the deflection angle is the roll angle, and the deflection surface is the plane where the roll direction is located.

[0010] Preferably, in step S1, the aircraft fuel tank is a rectangle in the deflection surface, and when performing microelement division, the length and width directions of the rectangle are equally divided into 500-2000 parts respectively.

[0011] Preferably, in step S1, each microelement coordinate (x i ,y j )for:

[0012] x i =ai / m;

[0013] y j = bj / n;

[0014] Among them, x iis the horizontal coordinate of the ith element among the m elements divided in the length direction of the rectangle, y j is the ordinate of the jth element among the n elements divided in the width direction of the rectangle, a is the length of the rectangle, and b is the width of the rectangle.

[0015] Preferably, in step S2, the coordinates of each microelement (x i ,y j ) to obtain the corrected coordinates (x i ',y' j ):

[0016]

[0017] Where θ is the deflection angle of the aircraft within the deflection plane.

[0018] Preferably, step S3 further comprises:

[0019] Step S31, taking the length of the rectangle as the initial fuel level height for iterative calculation;

[0020] Step S32, counting the percentage of the number of micro-elements whose ordinate values ​​in the micro-element correction coordinates are less than the fuel level height in the current iteration step to the total number of micro-elements;

[0021] Step S33, when the percentage is greater than the remaining percentage of the fuel amount, the fuel liquid level is halved as the new fuel liquid level; otherwise, the average of the fuel liquid level calculated in the first two iterations is used as the new fuel liquid level;

[0022] Step S34: When the difference between the percentage and the remaining percentage of the fuel volume is less than a set threshold, the iterative operation is stopped, and the latest fuel level height is taken as the final fuel level height.

[0023] Preferably, step S4 further comprises:

[0024] Step S41, taking the fuel level as the maximum height compared to one side of the bottom of the fuel tank, and calculating the maximum pressure;

[0025] Step S42, subtracting the difference caused by the deflection angle from the fuel level as the minimum height compared to the other side of the bottom of the fuel tank, and calculating the minimum pressure;

[0026] Step S43: For any position from one side to the other side of the bottom of the fuel tank, perform linear interpolation between the maximum pressure and the minimum pressure to obtain the pressure distribution at the bottom of the fuel tank.

[0027] Preferably, step S4 further includes:

[0028] Step S5: optimizing the strength of the bottom structure of the fuel tank according to the pressure distribution at the bottom of the fuel tank.

[0029] The second aspect of the present application provides an aircraft fuel tank pressure determination device, which mainly includes:

[0030] The micro-element coordinate acquisition module is used to obtain the micro-element coordinates of each micro-element of the aircraft fuel tank on the deflection surface, wherein the rotation center of the deflection surface is the coordinate system point, the horizontal direction is the x-axis, and the vertical direction is the y-axis;

[0031] A micro-element coordinate correction module is used to convert each micro-element coordinate according to the deflection angle of the aircraft in the deflection plane to obtain the corrected coordinates of each micro-element;

[0032] A fuel level calculation module, used to determine the fuel level according to the principle that the proportion of micro-elements with fuel matches the remaining percentage of fuel;

[0033] The pressure distribution calculation module is used to determine the pressure distribution at the bottom of the fuel tank according to the fuel liquid level height and the deflection angle.

[0034] Preferably, in the micro-element coordinate acquisition module, when the aircraft deflects in heading, the deflection angle is the angle of attack, and the deflection surface is the plane where the pitch direction is located; when the aircraft deflects sideways, the deflection angle is the roll angle, and the deflection surface is the plane where the roll direction is located.

[0035] Preferably, in the micro-element coordinate acquisition module, the aircraft fuel tank is a rectangle in the deflection surface, and when performing micro-element division, the length and width directions of the rectangle are equally divided into 500-2000 parts.

[0036] Preferably, in the micro-element coordinate acquisition module, each micro-element coordinate (x i ,y j )for:

[0037] x i =ai / m;

[0038] y j = bj / n;

[0039] Among them, x i is the horizontal coordinate of the ith element among the m elements divided in the length direction of the rectangle, y j is the ordinate of the jth element among the n elements divided in the width direction of the rectangle, a is the length of the rectangle, and b is the width of the rectangle.

[0040] Preferably, in the micro-element coordinate correction module, each micro-element coordinate (x i ,y j ) to obtain the corrected coordinates (xi ',y' j ):

[0041]

[0042] Where θ is the deflection angle of the aircraft within the deflection plane.

[0043] Preferably, the fuel level calculation module includes:

[0044] An initial parameter acquisition unit, used for taking the length of the rectangle as the initial fuel level height of the iterative calculation;

[0045] The percentage statistical unit is used to count the percentage of the number of micro-elements whose ordinate values ​​in the micro-element correction coordinates are less than the fuel level height in the current iteration step to the total number of micro-elements;

[0046] A fuel level updating unit, configured to, when the percentage is greater than the remaining percentage of the fuel amount, halve the fuel level as a new fuel level, and conversely, take the average of the fuel level calculated in the first two iterations as the new fuel level;

[0047] The iterative control unit is used to stop the iterative operation when the difference between the percentage and the remaining percentage of the fuel amount is less than a set threshold value, and use the latest fuel liquid level as the final fuel liquid level.

[0048] Preferably, the pressure distribution calculation module includes:

[0049] a maximum pressure calculation unit, for calculating the maximum pressure by taking the fuel level as the maximum height compared to one side of the bottom of the fuel tank;

[0050] A minimum pressure calculation unit, used to calculate the minimum pressure by subtracting the difference caused by the deflection angle from the fuel level as the minimum height compared to the other side of the bottom of the fuel tank;

[0051] The pressure linear unit is used to perform linear interpolation between the maximum pressure and the minimum pressure at any position from one side to the other side of the bottom of the fuel tank to obtain the pressure distribution at the bottom of the fuel tank.

[0052] Preferably, the device further comprises:

[0053] The strength optimization module is used to optimize the strength of the bottom structure of the fuel tank according to the pressure distribution at the bottom of the fuel tank.

[0054] A third aspect of the present application provides a computer device, comprising a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the aircraft fuel tank pressure determination method as described above.

[0055] A fourth aspect of the present application provides a readable storage medium, wherein the readable storage medium stores a computer program, and when the computer program is executed by a processor, it is used to implement the above-mentioned method for determining the aircraft fuel tank pressure.

[0056] The present application can quickly calculate the fuel level position of the fuel tank under different flight deflection angles, obtain a more accurate fuel tank pressure distribution, and provide a reference for the static strength design of the fuel tank. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] Figure 1 It is a flow chart of a preferred embodiment of the method for determining the aircraft fuel tank pressure of the present application.

[0058] Figure 2 It is a schematic diagram of the mathematical model of the fuel level when the aircraft deflects.

[0059] Figure 3 It is a schematic diagram of the infinitesimal division of the fuel tank on the deflection surface.

[0060] Figure 4 It is a schematic diagram of the liquid level position after the fuel tank is deflected.

[0061] Figure 5 This is a schematic diagram of the fuel tank pressure distribution at different angles of attack of the aircraft with different fuel amounts.

[0062] Figure 6 It is a schematic diagram of the structure of a computer device suitable for implementing the embodiments of the present application. DETAILED DESCRIPTION

[0063] In order to make the purpose, technical scheme and advantages of the implementation of this application clearer, the technical scheme in the implementation of this application will be described in more detail in combination with the drawings in the implementation of this application. In the drawings, the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The described implementation is a part of the implementation of this application, not all of the implementations. The implementation described below with reference to the drawings is exemplary and is intended to be used to explain this application, and cannot be understood as a limitation on this application. Based on the implementation in this application, all other implementations obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The implementation of this application is described in detail below in combination with the drawings.

[0064] The first aspect of the present application provides a method for determining the pressure of an aircraft fuel tank, such as Figure 1 As shown, it mainly includes:

[0065] Step S1, obtaining the coordinates of each microelement of the aircraft fuel tank pre-divided into microelement on the deflection surface, wherein the rotation center of the deflection surface is the coordinate system point, the horizontal direction is the x-axis, and the vertical direction is the y-axis;

[0066] Step S2, converting the coordinates of each micro-element according to the deflection angle of the aircraft in the deflection plane to obtain the corrected coordinates of each micro-element;

[0067] Step S3, determining the fuel level according to the principle that the proportion of micro-elements with fuel matches the remaining percentage of fuel;

[0068] Step S4: determining the pressure distribution at the bottom of the fuel tank according to the fuel level and the deflection angle.

[0069] Before step S1, the aircraft fuel tank is first divided into micro-elements within the deflection surface. Generally speaking, during the flight of an aircraft, there are various movements such as pitch, yaw, roll and composite forms. The present application is applicable to the calculation of fuel tank pressure distribution under various single movements. For example, in some optional implementations, in step S1, when the aircraft deflects in heading, the deflection angle is the angle of attack, and the deflection surface is the plane where the pitch direction is located. When the aircraft deflects sideways, the deflection angle is the roll angle, and the deflection surface is the plane where the roll direction is located.

[0070] Taking pitch as an example, the effect of the aircraft's flight angle of attack on the fuel level in the fuel tank can be simplified into the following mathematical model: when a rectangle with a length of a and a width of b is rotated by an angle of θ, calculate the change in the height h of the fuel level, as follows: Figure 2 As shown, the rectangle is then divided into m*n equal parts along the length and width. Figure 3 shown.

[0071] In some optional implementations, in step S1, the aircraft fuel tank is a rectangle in the deflection surface, and when performing microelement division, the length and width directions of the rectangle are equally divided into 500-2000 parts.

[0072] After the micro-element is divided, a rectangular coordinate system is established with the rotation center as the coordinate origin, and each micro-element corresponds to a coordinate. Specifically, in some optional implementations, in step S1, the coordinates (x i ,y j )for:

[0073] x i =ai / m;

[0074] y j = bj / n;

[0075] Among them, x i is the horizontal coordinate of the ith element among the m elements divided in the length direction of the rectangle, y jis the ordinate of the jth element among the n elements divided in the width direction of the rectangle, a is the length of the rectangle, and b is the width of the rectangle.

[0076] After the initial coordinates of each micro-element are determined, the new coordinates of the micro-element can be determined after the aircraft is deflected. For example, in some optional implementations, the coordinates of each micro-element (x i ,y j ) to obtain the corrected coordinates (x′) of each microelement i ,y′ j ):

[0077]

[0078] Where θ is the deflection angle of the aircraft within the deflection plane.

[0079] In this embodiment, the rectangle rotates counterclockwise around the origin by an angle θ as shown in Figure 4 shown.

[0080] Then in step S3, after the oil tank rotates, the liquid level remains horizontal under the action of gravity, as shown in FIG. Figure 4 As shown, the fuel area should satisfy that the vertical coordinate of any microelement with fuel should be less than or equal to the fuel liquid level height, based on which the fuel liquid level height can be calculated using the dichotomy method.

[0081] In some optional implementations, step S3 further includes:

[0082] Step S31, taking the length of the rectangle as the initial fuel level height for iterative calculation;

[0083] Step S32, counting the percentage of the number of micro-elements whose ordinate values ​​in the micro-element correction coordinates are less than the fuel level height in the current iteration step to the total number of micro-elements;

[0084] Step S33, when the percentage is greater than the remaining percentage of the fuel amount, the fuel liquid level is halved as the new fuel liquid level; otherwise, the average of the fuel liquid level calculated in the first two iterations is used as the new fuel liquid level;

[0085] Step S34: When the difference between the percentage and the remaining percentage of the fuel volume is less than a set threshold, the iterative operation is stopped, and the latest fuel level height is taken as the final fuel level height.

[0086] In step S31, the initial fuel level h0 = max(a, b). In step S32, it can be understood that in the first iteration, the ordinate values ​​in all micro-element correction coordinates are less than h0, so the calculated percentage is 1. In step S33, the new fuel level h1 = h0 / 2 can be calculated. However, in the second cycle, in step S32, the percentage calculated by h1 may be greater than the remaining percentage of the fuel amount, or it may be less than the remaining percentage of the fuel amount. In step S33, when the percentage calculated by h1 is less than the remaining percentage of the fuel amount, the new fuel level h2 = (h0+h1) / 2.

[0087] The above steps are executed in a loop. In step S34, when the difference is less than the set threshold, it is considered that a relatively accurate fuel level height is obtained. The set threshold here is usually 1%. Obviously, as the number of microelements approaches infinity, the error of the numerical algorithm approaches zero.

[0088] Finally, in step S4, the pressure distribution at the bottom of the fuel tank can be calculated. From the calculation result of the fuel height, it can be seen that the pressure at the bottom of the fuel tank is not a mean value but presents a linear distribution.

[0089] In some optional implementations, step S4 further includes:

[0090] Step S41, taking the fuel level as the maximum height compared to one side of the bottom of the fuel tank, and calculating the maximum pressure;

[0091] Step S42, subtracting the difference caused by the deflection angle from the fuel level as the minimum height compared to the other side of the bottom of the fuel tank, and calculating the minimum pressure;

[0092] Step S43: For any position from one side to the other side of the bottom of the fuel tank, perform linear interpolation between the maximum pressure and the minimum pressure to obtain the pressure distribution at the bottom of the fuel tank.

[0093] In step S41, the maximum pressure is: P max = ρgh;

[0094] In step S42, the minimum pressure is: P min =ρg(h-asinθ).

[0095] Where ρ is the fuel density. The density of aviation fuel is usually 7.8 g / cm 3 ; g is the acceleration due to gravity, which can be determined based on the flight altitude.

[0096] In some optional implementations, step S4 further includes:

[0097] Step S5: optimizing the strength of the bottom structure of the fuel tank according to the pressure distribution at the bottom of the fuel tank.

[0098] In this embodiment, the pressure distribution change at the bottom of the fuel tank can be obtained according to the flight conditions, and then the fuel tank can be strength checked or the structural dimensions, materials, etc. can be optimized to improve its bearing strength.

[0099] By automating the above method through programming, the relationship between the fuel height h and the aircraft angle of attack θ under different fuel amounts can be obtained as follows: Figure 5 As shown in the figure, by checking the figure, the fuel tank pressure distribution at different angles of attack of the aircraft with different fuel amounts can be obtained.

[0100] The present application can quickly calculate the fuel level position of the fuel tank under different flight deflection angles, obtain a more accurate fuel tank pressure distribution, and provide a reference for the static strength design of the fuel tank.

[0101] The second aspect of the present application provides an aircraft fuel tank pressure determination device corresponding to the above method, mainly comprising:

[0102] The micro-element coordinate acquisition module is used to obtain the micro-element coordinates of each micro-element of the aircraft fuel tank on the deflection surface, wherein the rotation center of the deflection surface is the coordinate system point, the horizontal direction is the x-axis, and the vertical direction is the y-axis;

[0103] A micro-element coordinate correction module is used to convert each micro-element coordinate according to the deflection angle of the aircraft in the deflection plane to obtain the corrected coordinates of each micro-element;

[0104] A fuel level calculation module, used to determine the fuel level according to the principle that the proportion of micro-elements with fuel matches the remaining percentage of fuel;

[0105] The pressure distribution calculation module is used to determine the pressure distribution at the bottom of the fuel tank according to the fuel liquid level height and the deflection angle.

[0106] In some optional embodiments, in the micro-element coordinate acquisition module, when the aircraft deflects in heading, the deflection angle is the angle of attack, and the deflection surface is the plane where the pitch direction is located; when the aircraft deflects laterally, the deflection angle is the roll angle, and the deflection surface is the plane where the roll direction is located.

[0107] In some optional implementations, in the micro-element coordinate acquisition module, the aircraft fuel tank is a rectangle in the deflection plane, and when performing micro-element division, the length and width directions of the rectangle are equally divided into 500-2000 parts.

[0108] In some optional implementations, in the micro-element coordinate acquisition module, each micro-element coordinate (x i ,y j )for:

[0109] x i=ai / m;

[0110] y j = bj / n;

[0111] Among them, x i is the horizontal coordinate of the ith element among the m elements divided in the length direction of the rectangle, y j is the ordinate of the jth element among the n elements divided in the width direction of the rectangle, a is the length of the rectangle, and b is the width of the rectangle.

[0112] In some optional implementations, in the micro-element coordinate correction module, each micro-element coordinate (x i ,y j ) to obtain the corrected coordinates (x i ',y' j ):

[0113]

[0114] Where θ is the deflection angle of the aircraft within the deflection plane.

[0115] In some optional embodiments, the fuel level calculation module includes:

[0116] An initial parameter acquisition unit, used for taking the length of the rectangle as the initial fuel level height of the iterative calculation;

[0117] The percentage statistical unit is used to count the percentage of the number of micro-elements whose ordinate values ​​in the micro-element correction coordinates are less than the fuel level height in the current iteration step to the total number of micro-elements;

[0118] A fuel level updating unit, configured to, when the percentage is greater than the remaining percentage of the fuel amount, halve the fuel level as a new fuel level, and conversely, take the average of the fuel level calculated in the first two iterations as the new fuel level;

[0119] The iterative control unit is used to stop the iterative operation when the difference between the percentage and the remaining percentage of the fuel amount is less than a set threshold value, and use the latest fuel liquid level as the final fuel liquid level.

[0120] In some optional implementations, the pressure distribution calculation module includes:

[0121] a maximum pressure calculation unit, for calculating the maximum pressure by taking the fuel level as the maximum height compared to one side of the bottom of the fuel tank;

[0122] A minimum pressure calculation unit, used to calculate the minimum pressure by subtracting the difference caused by the deflection angle from the fuel level as the minimum height compared to the other side of the bottom of the fuel tank;

[0123] The pressure linear unit is used to perform linear interpolation between the maximum pressure and the minimum pressure at any position from one side to the other side of the bottom of the fuel tank to obtain the pressure distribution at the bottom of the fuel tank.

[0124] In some optional embodiments, the device further comprises:

[0125] The strength optimization module is used to optimize the strength of the bottom structure of the fuel tank according to the pressure distribution at the bottom of the fuel tank.

[0126] In a third aspect of the present application, a computer device includes a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement a method for determining an aircraft fuel tank pressure.

[0127] In a fourth aspect of the present application, a readable storage medium stores a computer program, and when the computer program is executed by a processor, the computer program is used to implement the above-mentioned method for determining the pressure of an aircraft fuel tank. The computer-readable storage medium may be included in the device described in the above-mentioned embodiment; or it may exist independently without being assembled into the device. The above-mentioned computer-readable storage medium carries one or more programs, and when the above-mentioned one or more programs are executed by the device, the data is processed according to the above-mentioned method.

[0128] Reference below Figure 6 , which shows a schematic structural diagram of a computer device 400 suitable for implementing the embodiments of the present application. Figure 6 The computer device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0129] like Figure 6 As shown, the computer device 400 includes a central processing unit (CPU) 401, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 402 or a program loaded from a storage part 408 into a random access memory (RAM) 403. In the RAM 403, various programs and data required for the operation of the device 400 are also stored. The CPU 401, the ROM 402, and the RAM 403 are connected to each other via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0130] The following components are connected to the I / O interface 405: an input section 406 including a keyboard, a mouse, etc.; an output section 407 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 408 including a hard disk, etc.; and a communication section 409 including a network interface card such as a LAN card, a modem, etc. The communication section 409 performs communication processing via a network such as the Internet. A drive 410 is also connected to the I / O interface 405 as needed. A removable medium 411, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 410 as needed, so that a computer program read therefrom is installed into the storage section 408 as needed.

[0131] In particular, according to the embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 409, and / or installed from the removable medium 411. When the computer program is executed by the central processing unit (CPU) 401, the above functions defined in the method of the present application are executed. It should be noted that the computer storage medium of the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium can be, for example, - but not limited to - a system, device or device of electricity, magnetism, light, electromagnetic, infrared, or semiconductor, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to, an electrical connection with one or more conductors, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, an apparatus or a device. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable program code. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate, or transmit a program for use by or in combination with an instruction execution system, an apparatus or a device. The program code contained on the computer-readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wire, optical cable, RF, etc., or any suitable combination of the above.

[0132] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some implementations as replacements, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0133] The modules or units involved in the embodiments described in this application may be implemented by software or hardware. The modules or units described may also be set in a processor, and the names of these modules or units do not constitute limitations on the modules or units themselves in some cases.

[0134] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A method for determining aircraft fuel tank pressure, characterized in that: include: Step S1, obtaining the coordinates of each microelement of the aircraft fuel tank pre-divided into microelement on the deflection surface, wherein the rotation center of the deflection surface is the coordinate system point, the horizontal direction is the x-axis, and the vertical direction is the y-axis; Step S2, converting the coordinates of each micro-element according to the deflection angle of the aircraft in the deflection plane to obtain the corrected coordinates of each micro-element; Step S3, determining the fuel level according to the principle that the proportion of micro-elements with fuel matches the remaining percentage of fuel; Step S4: determining the pressure distribution at the bottom of the fuel tank according to the fuel level and the deflection angle.

2. The method for determining the aircraft fuel tank pressure according to claim 1, characterized in that: In step S1, when the aircraft deflects in heading, the deflection angle is the angle of attack, and the deflection surface is the plane where the pitch direction is located; when the aircraft deflects sideways, the deflection angle is the roll angle, and the deflection surface is the plane where the roll direction is located.

3. The method for determining the aircraft fuel tank pressure according to claim 1, characterized in that: In step S1, the aircraft fuel tank is a rectangle in the deflection surface. When performing microelement division, the length and width directions of the rectangle are equally divided into 500-2000 parts.

4. The method for determining the aircraft fuel tank pressure according to claim 3, characterized in that: In step S1, the coordinates of each microelement (x i ,y j )for: x i =you / m; y j =bj / n; Among them, x i is the horizontal coordinate of the ith element among the m elements divided in the length direction of the rectangle, y j is the ordinate of the jth element among the n elements divided in the width direction of the rectangle, a is the length of the rectangle, and b is the width of the rectangle.

5. The method for determining the aircraft fuel tank pressure according to claim 1, characterized in that: In step S2, the coordinates of each microelement (x i ,y j ) to obtain the corrected coordinates (x i ',y' j ): Where θ is the deflection angle of the aircraft within the deflection plane.

6. The method for determining the aircraft fuel tank pressure according to claim 3, characterized in that: Step S3 further comprises: Step S31, taking the length of the rectangle as the initial fuel level height for iterative calculation; Step S32, counting the percentage of the number of micro-elements whose ordinate values ​​in the micro-element correction coordinates are less than the fuel level height in the current iteration step to the total number of micro-elements; Step S33, when the percentage is greater than the remaining percentage of the fuel amount, the fuel liquid level is halved as the new fuel liquid level; otherwise, the average of the fuel liquid level calculated in the first two iterations is used as the new fuel liquid level; Step S34: When the difference between the percentage and the remaining percentage of the fuel volume is less than a set threshold, the iterative operation is stopped, and the latest fuel level height is taken as the final fuel level height.

7. The method for determining the aircraft fuel tank pressure according to claim 1, characterized in that: Step S4 further comprises: Step S41, taking the fuel level as the maximum height compared to one side of the bottom of the fuel tank, and calculating the maximum pressure; Step S42, subtracting the difference caused by the deflection angle from the fuel level as the minimum height compared to the other side of the bottom of the fuel tank, and calculating the minimum pressure; Step S43: For any position from one side to the other side of the bottom of the fuel tank, perform linear interpolation between the maximum pressure and the minimum pressure to obtain the pressure distribution at the bottom of the fuel tank.

8. The method for determining the aircraft fuel tank pressure according to claim 1, characterized in that: Step S4 further includes: Step S5: optimizing the strength of the bottom structure of the fuel tank according to the pressure distribution at the bottom of the fuel tank.

9. An aircraft fuel tank pressure determination device, characterized in that: include: The micro-element coordinate acquisition module is used to obtain the micro-element coordinates of each micro-element pre-divided on the deflection surface of the aircraft fuel tank, wherein the rotation center of the deflection surface is the coordinate system point, the horizontal direction is the x-axis, and the vertical direction is the y-axis; A micro-element coordinate correction module is used to convert each micro-element coordinate according to the deflection angle of the aircraft in the deflection plane to obtain the corrected coordinates of each micro-element; A fuel level calculation module, used to determine the fuel level according to the principle that the proportion of micro-elements with fuel matches the remaining percentage of fuel; The pressure distribution calculation module is used to determine the pressure distribution at the bottom of the fuel tank according to the fuel liquid level height and the deflection angle.

10. The aircraft fuel tank pressure determination device according to claim 9, characterized in that: In the micro-element coordinate acquisition module, when the aircraft deflects in heading, the deflection angle is the angle of attack, and the deflection surface is the plane where the pitch direction is located; when the aircraft deflects sideways, the deflection angle is the roll angle, and the deflection surface is the plane where the roll direction is located.

11. The aircraft fuel tank pressure determination device according to claim 10, characterized in that: In the micro-element coordinate acquisition module, the aircraft fuel tank is a rectangle in the deflection surface. When performing micro-element division, the length and width directions of the rectangle are equally divided into 500-2000 parts.

12. The aircraft fuel tank pressure determination device according to claim 11, characterized in that: In the micro-element coordinate acquisition module, each micro-element coordinate (x i ,y j )for: x i =you / m; y j =bj / n; Among them, x i is the horizontal coordinate of the ith element among the m elements divided in the length direction of the rectangle, y j is the ordinate of the jth element among the n elements divided in the width direction of the rectangle, a is the length of the rectangle, and b is the width of the rectangle.

13. The aircraft fuel tank pressure determination device according to claim 9, characterized in that: In the micro-element coordinate correction module, the following formula is used to correct each micro-element coordinate (x i ,y j ) to obtain the corrected coordinates (x i ',y' j ): Where θ is the deflection angle of the aircraft within the deflection plane.

14. The aircraft fuel tank pressure determination device according to claim 11, characterized in that: The fuel level calculation module comprises: An initial parameter acquisition unit, used for taking the length of the rectangle as the initial fuel level height of the iterative calculation; The percentage statistical unit is used to count the percentage of the number of micro-elements whose ordinate values ​​in the micro-element correction coordinates are less than the fuel level height in the current iteration step to the total number of micro-elements; A fuel level updating unit, configured to, when the percentage is greater than the remaining percentage of the fuel amount, halve the fuel level as a new fuel level, and conversely, take the average of the fuel level calculated in the first two iterations as the new fuel level; The iterative control unit is used to stop the iterative operation when the difference between the percentage and the remaining percentage of the fuel amount is less than a set threshold value, and use the latest fuel liquid level as the final fuel liquid level.

15. The aircraft fuel tank pressure determination device according to claim 9, characterized in that: The pressure distribution calculation module includes: a maximum pressure calculation unit, for calculating the maximum pressure by taking the fuel level as the maximum height compared to one side of the bottom of the fuel tank; A minimum pressure calculation unit, used to calculate the minimum pressure by subtracting the difference caused by the deflection angle from the fuel level as the minimum height compared to the other side of the bottom of the fuel tank; The pressure linear unit is used to perform linear interpolation between the maximum pressure and the minimum pressure at any position from one side to the other side of the bottom of the fuel tank to obtain the pressure distribution at the bottom of the fuel tank.

16. The aircraft fuel tank pressure determination device according to claim 9, characterized in that: The device further comprises: The strength optimization module is used to optimize the strength of the bottom structure of the fuel tank according to the pressure distribution at the bottom of the fuel tank.

17. A computer device, characterized in that: The method comprises a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method for determining the aircraft fuel tank pressure according to any one of claims 1 to 8.

18. A readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, it is used to implement the aircraft fuel tank pressure determination method according to any one of claims 1 to 8.

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