Method and device for determining landing characteristic parameters of transport plane

Abstract

The invention belongs to the technical field of flight control, and particularly relates to a method and a device for determining landing characteristic parameters of a transport plane, which are applied to a lower surface blowing flap dynamic high-lift transport plane. The method comprises the following steps: S1, determining a use angle of attack of entering a field in a non-power lift augmentation state; s2, determining an initial value of engine thrust required for landing into a place in a lift augmentation state; s3, forming a plurality of selectable engine thrust within a specified range near the initial value of the engine thrust; s4, calculating a lift augmentation state approach speed corresponding to each selectable engine thrust; s5, determining the minimum speed of entering the field in the lift augmentation state; s6, determining an approach glide track angle corresponding to each selectable engine thrust; s7, the engine thrust meeting the set requirement is determined; and step S8, determining landing characteristic parameters. According to the method, the approach flight control precision of the lower surface blowing flap power lift augmentation transport plane is improved, and the flight safety is ensured.

Description

Technical Field

[0001] The present application belongs to the field of flight control technology, and in particular relates to a method and device for determining landing characteristic parameters of a transport aircraft. Background Art

[0002] The stall speed, landing approach speed and touchdown speed of the landing configuration are the key factors affecting the landing field performance of transport aircraft. The landing characteristic speed of the powered lift transport aircraft with blown flaps is closely related to the landing thrust and the maximum available lift coefficient. The maximum lift coefficient of the landing configuration of a conventional transport aircraft is determined, but the maximum available lift coefficient of a powered lift transport aircraft also depends on the landing thrust. Therefore, before calculating the landing characteristic speed, the thrust required for landing must be calculated first. Conventional algorithms cannot be applied to the calculation of the landing characteristic speed of a powered lift transport aircraft. Summary of the invention

[0003] In order to solve the above problems, the present application provides a method and device for determining landing characteristic parameters of a transport aircraft, which are used for landing approach control of a power-enhanced transport aircraft with lower-surface blown flaps.

[0004] In a first aspect, the present application provides a method for determining landing characteristic parameters of a transport aircraft, which is applied to a lower surface blown flap powered high-lift transport aircraft, and the method comprises:

[0005] Step S1: According to the maximum lift coefficient C of the aircraft landing configuration in the non-powered lift state Lmax Determine the angle of attack α for approach in non-power-up state ap ;

[0006] Step S2: Determine the initial value P of the engine thrust required for landing approach in the increased lift state according to the angle of attack used. oni ;

[0007] Step S3: At the initial value P of the engine thrust oni Form multiple optional engine thrusts within a specified range nearby;

[0008] Step S4: Use an angle of attack not higher than α ap Multiple optional angles of attack α ap1 , determine the lift coefficient C for the approach in non-powered lift state Lap1 The lift coefficient C of the aircraft in the increased lift state when landing Lat-on , calculate the increased lift approach speed V for each optional engine thrust ap-on ;

[0009] Step S5: Determine the minimum approach speed V in the enhanced lift state ap-min ;

[0010] Step S6: Determine the approach glide path angle θ corresponding to each optional engine thrustap ;

[0011] Step S7: Determine the approach speed V in the increased lift state that meets the set requirements ap-on The angle θ with the approach glide path ap Corresponding engine thrust P ap ;

[0012] Step S8: Determine landing characteristic parameters according to the engine thrust.

[0013] Preferably, in step S1, the angle of attack used for approaching in non-powered lift mode is ap It is obtained by interpolating in the interpolation table, wherein the interpolation table is the maximum lift coefficient C of the aircraft approaching in the non-powered lift state Lap With the use of angle of attack α ap The constructed relationship table, where

[0014] Preferably, in step S2, the initial value P of the engine thrust is determined by the following formula: oni :

[0015]

[0016]

[0017]

[0018] Among them, P off The engine thrust required for the aircraft landing approach in non-powered lift state, η j is the efficiency factor of the engine jet in the lift-increasing state, θ j is the downward deflection angle of the engine jet disturbed by the flap, S ref is the reference wing area of ​​the aircraft, W is the landing weight, a is the acceleration of the aircraft at the safety altitude, θ is the glide path angle given at the safety altitude, C Dap is the resistance coefficient of the ground contact in the non-powered lift state, C Dzl is the drag coefficient increment when the drag plate is opened, q x is the approach speed pressure in non-power-up state, n e is the number of engines.

[0019] Preferably, in step S3, the number of selectable engine thrusts is not less than 3, and the specified range is ±20 KN.

[0020] Preferably, in step S4, the approach speed V in the boost state is determined by the following formula: ap-on :

[0021]

[0022]

[0023] Z p =n e Psin(α ap1 +θ j );

[0024] Where P is the thrust of each optional engine, Z p is the component of each optional engine thrust in the lift direction.

[0025] Preferably, in step S5, the minimum approach speed V in the boost state is determined by the following formula: ap-min :

[0026]

[0027]

[0028]

[0029] Among them, C Lmax-on is the maximum lift coefficient in the lift-enhancing state, which includes the lift coefficient converted from the thrust component in the lift direction, C Lap-bz The maximum lift coefficient used for a landing approach based on standard calculations.

[0030] Preferably, in step S6, the approach glide path angle θ is determined by the following formula: ap :

[0031]

[0032]

[0033] Among them, C Dap-on The drag coefficient for a landing approach in increased lift.

[0034] Preferably, in step S7, the setting requirements include:

[0035] Approach speed V in boost state ap-on Greater than the minimum approach speed V in the state of increased lift ap-min ;

[0036] Approach speed V in boost state ap-on and the minimum approach speed V in the state of increased lift ap-min Not greater than a given landing approach speed threshold;

[0037] Glide path angle θ ap Less than -0.3°.

[0038] Preferably, step S8 further comprises:

[0039] Determine the stall speed V s-on for:

[0040]

[0041] Determine the approach thrust coefficient C Tap for:

[0042]

[0043] Determine the touchdown speed V for landing at-on :

[0044] V at-on =1.15V s-on .

[0045] The second aspect of the present application provides a transport aircraft landing characteristic parameter determination device, which is applied to a lower surface blown flap powered lift transport aircraft, and the device comprises:

[0046] The module for determining the angle of attack used for approach is used to determine the maximum lift coefficient C of the landing configuration of the aircraft in the non-powered lift state. Lmax Determine the angle of attack α for approach in non-power-up state ap ;

[0047] The engine thrust initial value determination module is used to determine the engine thrust initial value P required for landing approach in the increased lift state according to the angle of attack used. oni ;

[0048] Optional engine thrust selection module, used to select the initial value of engine thrust P oni Form multiple optional engine thrusts within a specified range nearby;

[0049] The module for determining the approach speed in the increased lift state is used to use an angle of attack not higher than α ap Multiple optional angles of attack α ap1 , determine the lift coefficient C for the approach in non-powered lift state Lap1 The lift coefficient C of the aircraft in the increased lift state when landing Lat-on , calculate the increased lift approach speed V for each optional engine thrust ap-on ;

[0050] The minimum approach speed determination module is used to determine the minimum approach speed V in the enhanced lift state. ap-min ;

[0051] The approach glide path angle determination module is used to determine the approach glide path angle θ corresponding to each optional engine thrust ap ;

[0052] The engine thrust determination module is used to determine the approach speed V in the increased lift state that meets the set requirements.ap-on The angle θ with the approach glide path ap Corresponding engine thrust P ap ;

[0053] The landing characteristic parameter calculation module is used to determine the landing characteristic parameters according to the engine thrust.

[0054] Preferably, in the approach angle of attack determination module, the approach angle of attack α in the non-power-up state is ap It is obtained by interpolating in the interpolation table, wherein the interpolation table is the maximum lift coefficient C of the aircraft approaching in the non-powered lift state Lap With the use of angle of attack α ap The constructed relationship table, where

[0055] Preferably, in the engine thrust initial value determination module, the engine thrust initial value P is determined by the following formula: oni :

[0056]

[0057]

[0058]

[0059] Among them, P off The engine thrust required for the aircraft landing approach in non-powered lift state, η j is the efficiency factor of the engine jet in the lift-increasing state, θ j is the downward deflection angle of the engine jet disturbed by the flap, S ref is the reference wing area of ​​the aircraft, W is the landing weight, a is the acceleration of the aircraft at the safety altitude, θ is the glide path angle given at the safety altitude, C Dap is the resistance coefficient of the ground contact in the non-powered lift state, C Dzl is the drag coefficient increment when the drag plate is opened, q x is the approach speed pressure in non-power-up state, n e is the number of engines.

[0060] Preferably, the number of optional engine thrusts is not less than 3, with a specified range of ±10KN.

[0061] Preferably, in the increased lift state approach speed determination module, the increased lift state approach speed V is determined by the following formula: ap-on :

[0062]

[0063]

[0064] Z p =n e Psin(α ap1 +θ j );

[0065] Where P is the thrust of each optional engine, Z p is the component of each optional engine thrust in the lift direction.

[0066] Preferably, in the minimum approach speed determination module, the minimum approach speed V in the boost state is determined by the following formula: ap-min :

[0067]

[0068]

[0069]

[0070] Among them, C Lmax-on is the maximum lift coefficient in the lift-enhancing state, which includes the lift coefficient converted from the thrust component in the lift direction, C Lap-bz The maximum lift coefficient used for a landing approach based on standard calculations.

[0071] Preferably, in the approach glide path angle determination module, the approach glide path angle θ is determined by the following formula: ap :

[0072]

[0073]

[0074] Among them, C Dap-on The drag coefficient for a landing approach in increased lift.

[0075] Preferably, the setting requirements include:

[0076] Approach speed V in boost state ap-on Greater than the minimum approach speed V in the state of increased lift ap-min ;

[0077] Approach speed V in boost state ap-on and the minimum approach speed V in the state of increased lift ap-min Not greater than a given landing approach speed threshold;

[0078] Glide path angle θ ap Less than -0.3°.

[0079] Preferably, the landing characteristic parameter calculation module includes:

[0080] Stall speed determination unit, used to determine the stall speed V s-on for:

[0081]

[0082] Approach thrust coefficient determination unit, used to determine the approach thrust coefficient C Tap for:

[0083]

[0084] The touchdown speed determination unit is used to determine the touchdown speed V for landing. at-on :

[0085] V at-on =1.15V s-on .

[0086] 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 method for determining the landing characteristic parameters of a transport aircraft as described above.

[0087] 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 method for determining the landing characteristic parameters of a transport aircraft as described above.

[0088] The present application improves the approach flight control accuracy of a powered lift transport aircraft with lower surface blown flaps, thereby ensuring flight safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0089] Figure 1 It is a flow chart of a preferred embodiment of the method for determining landing characteristic parameters of a transport aircraft of the present application.

[0090] Figure 2 It is a schematic diagram of the structure of a computer device suitable for implementing the embodiments of the present application. DETAILED DESCRIPTION

[0091] 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.

[0092] The first aspect of the present application provides a method for determining landing characteristic parameters of a transport aircraft, which is applied to a lower surface blown flap powered lift transport aircraft, such as Figure 1 As shown, the method mainly includes:

[0093] Step S1: According to the maximum lift coefficient C of the aircraft landing configuration in the non-powered lift state Lmax Determine the angle of attack α for approach in non-power-up state ap ;

[0094] Step S2: Determine the initial value P of the engine thrust required for landing approach in the increased lift state according to the angle of attack used. oni ;

[0095] Step S3: At the initial value P of the engine thrust oni Form multiple optional engine thrusts within a specified range nearby;

[0096] Step S4: Use an angle of attack not higher than α ap Multiple optional angles of attack α ap1 , determine the lift coefficient C for the approach in non-powered lift state Lap1 The lift coefficient C of the aircraft in the increased lift state when landing Lat-on , calculate the increased lift approach speed V for each optional engine thrust ap-on ;

[0097] Step S5: Determine the minimum approach speed V in the enhanced lift state ap-min ;

[0098] Step S6: Determine the approach glide path angle θ corresponding to each optional engine thrust ap ;

[0099] Step S7: Determine the approach speed V in the increased lift state that meets the set requirements ap-on The angle θ with the approach glide path ap Corresponding engine thrust Pap ;

[0100] Step S8: Determine landing characteristic parameters according to the engine thrust.

[0101] The present application first calculates the initial value of the thrust required for the landing approach of a powered lift-enhancing aircraft with blown flaps, selects multiple thrusts near the initial value, and then calculates the actual approach speed and track angle based on the minimum approach speed, landing approach speed target value, and landing glide path angle design value specified in the standard, thereby selecting a suitable engine thrust, and calculating the approach and landing characteristic parameters according to the finally selected engine thrust, including the maximum available lift coefficient, landing stall speed, approach speed, and landing touchdown speed.

[0102] The following is an explanation with a specific example.

[0103] The example aircraft uses the lower surface blowing flap power lift technology, and the aircraft reference wing area is 353m 2 , wingspan 50.6m, aspect ratio 7.25, wing 1 / 4 chord sweep angle 21°, tip-to-root ratio 0.24. Four high-bypass turbofan engines are hung under the aircraft wing, each with a thrust of 185.5KN. The engine thrust axis has a downward deflection angle of -2.5° relative to the fuselage. The inner engine span-wise installation position is 29.6% of the half-span, where the wing section installation angle is 3°, the outer engine span-wise installation position is 55% of the half-span, where the wing section installation angle is 2.5°, and the aircraft tail-scratch angle is 11.8°. Aircraft landing configuration: leading edge slat deflection angle 25°, trailing edge double-slot Fuller flap deflection angle 33°+20°, the diameter Dj of the flap trailing edge jet is 5.21m, and the depth of the flap part immersed in the engine jet is 3.58m. The engine jet efficiency factor is 0.738, and the jet downward deflection angle is 40.03°.

[0104] Design conditions and design constraints: aircraft landing weight 200t, approach speed no more than 61m / s, landing track angle no higher than -0.3°, acceleration -0.35m / s 2 .

[0105] In step S1, the present application calculates the angle of attack α for approach in non-powered lift mode. ap In some optional embodiments, in step S1, the angle of attack used for the approach in the non-powered lift state is α ap It is obtained by interpolating in the interpolation table, wherein the interpolation table is the maximum lift coefficient C of the aircraft approaching in the non-powered lift state Lap With the use of angle of attack α ap The constructed relationship table, where

[0106] According to the above calculation example, the maximum lift coefficient C of the landing configuration of the aircraft in the non-powered lift state isLmax =2.85, which is the input value. The maximum lift coefficient C of the aircraft approaching in the non-powered lift state is calculated from this Lap is 1.83, using C Lap After interpolation, we can get the angle of attack α ap It is 6.5°.

[0107] Then, in step S2, the initial value of the engine thrust P is determined. oni In some optional implementations, in step S2, the initial value of engine thrust P is determined by the following formula: oni :

[0108]

[0109]

[0110]

[0111] Among them, P off The engine thrust required for the aircraft landing approach in non-powered lift state, η j is the efficiency factor of the engine jet in the lift-increasing state, θ j is the downward deflection angle of the engine jet disturbed by the flap, S ref is the reference wing area of ​​the aircraft, W is the landing weight, a is the acceleration of the aircraft at the safety altitude, θ is the glide path angle given at the safety altitude, C Dap is the resistance coefficient of the ground contact in the non-powered lift state, C Dzl is the drag coefficient increment when the drag plate is opened, q x is the approach speed pressure in non-power-up state, n e is the number of engines.

[0112] According to the parameters given in the example, the initial value of engine thrust P is calculated here oni It is 83.84KN.

[0113] Then, in step S3, several optional engine thrusts are determined. In some optional implementations, in step S3, the number of optional engine thrusts is not less than 3, and the specified range is ±20KN. For example, four optional engine thrusts are determined around 83.84KN, namely 80, 90, and 95.

[0114] Then, in step S4, the approach speed V in the increased lift state is calculated. ap-on , in step S5, the minimum approach speed V is calculated ap-min In step S6, the approach glide path angle θ is obtained. ap In step S4, the angle of attack α is not higher than ap Multiple optional angles of attack αap1 , for example, the angle of attack α corresponding to the optional engine thrust of 80KN ap1 The angle of attack α corresponding to the optional engine thrust of 90KN is 6.5° ap1 The angle of attack α corresponding to the optional engine thrust of 5.5°95KN ap1 is 5°.

[0115] In some optional embodiments, in step S4, the approach speed V in the boost state is determined by the following formula: ap-on :

[0116]

[0117]

[0118] Z p =n e Psin(α ap1 +θ j );

[0119] Where P is the thrust of each optional engine, Z p is the component of each optional engine thrust in the lift direction.

[0120] In some optional embodiments, in step S5, the minimum approach speed V in the boost state is determined by the following formula: ap-min :

[0121]

[0122]

[0123]

[0124] Among them, C Lmax-on is the maximum lift coefficient in the lift-enhancing state, which includes the lift coefficient converted from the thrust component in the lift direction, C Lap-bz The maximum lift coefficient used for a landing approach based on standard calculations.

[0125] In some optional implementations, in step S6, the approach glide path angle θ is determined by the following formula: ap :

[0126]

[0127]

[0128] Among them, C Dap-on The drag coefficient for a landing approach in increased lift.

[0129] For the three optional engine thrusts P, the calculated parameters are shown in Table 1 below.

[0130] Table 1 Thrust calculation data of three optional engines

[0131] <![CDATA[α ap1 ]]> P <![CDATA[Z p ]]> <![CDATA[C Lap ]]> <![CDATA[V ap-on ]]> <![CDATA[C Lmax-on ]]> <![CDATA[V ap-min ]]> <![CDATA[C Dap-on ]]> D <![CDATA[θ ap ]]> 6.5 80 171.411 2.28 60.19 3.59 61.77 0.483 378.329 -4.26 5.5 90 189.613 2.22 60.68 3.69 60.92 0.476 379.020 -3.58 5 95 198.423 2.19 60.95 3.72 60.68 0.468 375.873 -3.14

[0132] In Table 1, the first column is the optional angle of attack, the second column is the optional engine thrust, the third column is the component of thrust in the lift direction, the fourth column is the lift coefficient corresponding to the approach angle of attack in the enhanced lift state, the fifth column is the approach speed in the enhanced lift state calculated based on Model 2, the sixth column is the maximum lift coefficient corresponding to the calculated state (including the lift coefficient converted from the component of thrust in the lift direction), the seventh column is the calculated minimum approach speed in the enhanced lift state, the eighth column is the drag coefficient corresponding to the approach angle of attack in the enhanced lift state (including the drag increment when the drag plate is opened), the ninth column is the drag corresponding to the approach angle of attack in the enhanced lift state, and the tenth column is the calculated track angle.

[0133] Finally, in step S7, the engine thrust is selected according to the set requirements. In some optional implementations, in step S7, the set requirements include:

[0134] Approach speed V in boost state ap-on Greater than the minimum approach speed V in the state of increased lift ap-min ;

[0135] Approach speed V in boost state ap-on and the minimum approach speed V in the state of increased lift ap-min Not greater than a given landing approach speed threshold;

[0136] Glide path angle θ ap Less than -0.3°.

[0137] The data in Table 1 show that the flight path angles of the three states all meet the design requirements. The minimum approach speed of the engine thrust of 80KN is greater than 61m / s; the minimum approach speed of the engine thrust of 90KN meets the design requirements, but the approach speed calculated based on the 5.5-degree angle of attack is less than the minimum approach speed. The approach speed and flight path angle of the engine 95KN and the angle of attack of 5° meet the design requirements. Therefore, the landing approach speed of the example aircraft is 60.95m / s, the required engine thrust is 95KN, and the angle of attack used for approach is 5°.

[0138] Finally, in step S8, the landing characteristic parameters are calculated, and the landing characteristic parameters are divided by the increased lift state approach speed V determined in the previous step. ap-on , Minimum approach speed V in the state of lift ap-min 、Approach glide path angle θ ap , the selected angle of attack α ap1 Previously, it also included landing thrust coefficient, stall speed, touchdown speed, etc.

[0139] In some optional implementations, step S8 further includes:

[0140] Determine the stall speed V s-on for:

[0141]

[0142] Determine the approach thrust coefficient C Tap for:

[0143]

[0144] Determine the touchdown speed V for landing at-on :

[0145] V at-on =1.15V s-on .

[0146] Finally, the landing thrust coefficient calculated based on the approach engine thrust and approach speed is 0.473. The maximum available lift coefficient in the increased lift state calculated by this thrust coefficient is 3.72, the stall speed is 49.33m / s, the touchdown speed is 56.7m / s, the minimum approach speed is 60.68m / s, and the approach angle of attack is 5°.

[0147] The second aspect of the present application provides a transport aircraft landing characteristic parameter determination device corresponding to the above method, which is applied to a lower surface blown flap powered lift transport aircraft, and the device comprises:

[0148] The module for determining the angle of attack used for approach is used to determine the maximum lift coefficient C of the landing configuration of the aircraft in the non-powered lift state. Lmax Determine the angle of attack α for approach in non-power-up state ap ;

[0149] The engine thrust initial value determination module is used to determine the engine thrust initial value P required for landing approach in the increased lift state according to the angle of attack used. oni ;

[0150] Optional engine thrust selection module, used to select the initial value of engine thrust P oni Form multiple optional engine thrusts within a specified range nearby;

[0151] The module for determining the approach speed in the increased lift state is used to use an angle of attack not higher than α ap Multiple optional angles of attack α ap1 , determine the lift coefficient C for the approach in non-powered lift state Lap1 The lift coefficient C of the aircraft in the increased lift state when landing Lat-on , calculate the increased lift approach speed V for each optional engine thrustap-on ;

[0152] The minimum approach speed determination module is used to determine the minimum approach speed V in the enhanced lift state. ap-min ;

[0153] The approach glide path angle determination module is used to determine the approach glide path angle θ corresponding to each optional engine thrust ap ;

[0154] The engine thrust determination module is used to determine the approach speed V in the increased lift state that meets the set requirements. ap-on The angle θ with the approach glide path ap Corresponding engine thrust P ap ;

[0155] The landing characteristic parameter calculation module is used to determine the landing characteristic parameters according to the engine thrust.

[0156] In some optional embodiments, in the approach angle of attack determination module, the approach angle of attack α in the non-power-up state is ap It is obtained by interpolating in the interpolation table, wherein the interpolation table is the maximum lift coefficient C of the aircraft approaching in the non-powered lift state Lap With the use of angle of attack α ap The constructed relationship table, where

[0157] In some optional embodiments, in the engine thrust initial value determination module, the engine thrust initial value P is determined by the following formula: oni :

[0158]

[0159]

[0160]

[0161] Among them, P off The engine thrust required for the aircraft landing approach in non-powered lift state, η j is the efficiency factor of the engine jet in the lift-increasing state, θ j is the downward deflection angle of the engine jet disturbed by the flap, S ref is the reference wing area of ​​the aircraft, W is the landing weight, a is the acceleration of the aircraft at the safety altitude, θ is the glide path angle given at the safety altitude, C Dap is the resistance coefficient of the ground contact in the non-powered lift state, C Dzl is the drag coefficient increment when the drag plate is opened, q x is the approach speed pressure in non-power-up state, n e is the number of engines.

[0162] In some optional embodiments, the number of optional engine thrusts is not less than 3, and the specified range is ±10KN.

[0163] In some optional implementations, in the boost state approach speed determination module, the boost state approach speed V is determined by the following formula: ap-on :

[0164]

[0165]

[0166] Z p =n e Psin(α ap1 +θ j );

[0167] Where P is the thrust of each optional engine, Z p is the component of each optional engine thrust in the lift direction.

[0168] In some optional implementations, in the minimum approach speed determination module, the minimum approach speed V in the boost state is determined by the following formula: ap-min :

[0169]

[0170]

[0171]

[0172] Among them, C Lmax-on is the maximum lift coefficient in the lift-enhancing state, which includes the lift coefficient converted from the thrust component in the lift direction, C Lap-bz The maximum lift coefficient used for a landing approach based on standard calculations.

[0173] In some optional implementations, in the approach glide path angle determination module, the approach glide path angle θ is determined by the following formula: ap :

[0174]

[0175]

[0176] Among them, C Dap-on The drag coefficient for a landing approach in increased lift.

[0177] In some optional implementations, the setting requirements include:

[0178] Approach speed V in boost state ap-on Greater than the minimum approach speed V in the state of increased lift ap-min ;

[0179] Approach speed V in boost state ap-on and the minimum approach speed V in the state of increased lift ap-min Not greater than a given landing approach speed threshold;

[0180] Glide path angle θ ap Less than -0.3°.

[0181] In some optional implementations, the landing characteristic parameter calculation module includes:

[0182] Stall speed determination unit, used to determine the stall speed V s-on for:

[0183]

[0184] Approach thrust coefficient determination unit, used to determine the approach thrust coefficient C Tap for:

[0185]

[0186] The touchdown speed determination unit is used to determine the touchdown speed V for landing. at-on :

[0187] V at-on =1.15V s-on .

[0188] 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 landing characteristic parameters of a transport aircraft.

[0189] 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, it is used to implement the method for determining the landing characteristic parameters of a transport aircraft as described above. The computer-readable storage medium may be included in the device described in the above embodiment; or it may exist independently without being assembled into the device. The above computer-readable storage medium carries one or more programs, and when the above one or more programs are executed by the device, the data is processed according to the above method.

[0190] Reference below Figure 2 , which shows a schematic structural diagram of a computer device 400 suitable for implementing the embodiments of the present application. Figure 2 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.

[0191] like Figure 2 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.

[0192] 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.

[0193] 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, electrical connections with one or more conductors, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, 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, device, or 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, device, or 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.

[0194] 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.

[0195] 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.

[0196] 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 landing characteristic parameters of a transport aircraft, applied to a lower surface blown flap powered lift transport aircraft, characterized in that: The method includes: Step S1: According to the maximum lift coefficient C of the aircraft landing configuration in the non-powered lift state Lmax Determine the angle of attack α for approach in non-power-up state ap ; Step S2: Determine the initial value P of the engine thrust required for landing approach in the increased lift state according to the angle of attack used. oni ; Step S3: At the initial value P of the engine thrust oni Form multiple optional engine thrusts within a specified range nearby; Step S4: Use an angle of attack not higher than α ap Multiple optional angles of attack α ap1 , determine the lift coefficient C for the approach in non-powered lift state Lap1 The lift coefficient C of the aircraft in the increased lift state when landing Lat-on , calculate the increased lift approach speed V for each optional engine thrust ap-on ; Step S5: Determine the minimum approach speed V in the enhanced lift state ap-min ; Step S6: Determine the approach glide path angle θ corresponding to each optional engine thrust ap ; Step S7: Determine the approach speed V in the increased lift state that meets the set requirements ap-on The angle θ with the approach glide path ap Corresponding engine thrust P ap ; Step S8: Determine landing characteristic parameters according to the engine thrust.

2. The method for determining landing characteristic parameters of a transport aircraft according to claim 1, characterized in that: In step S1, the angle of attack used for approach in non-powered lift state is α ap It is obtained by interpolating in the interpolation table, wherein the interpolation table is the maximum lift coefficient C of the aircraft approaching in the non-powered lift state Lap With the use of angle of attack α ap The constructed relationship table, where 3. The method for determining landing characteristic parameters of a transport aircraft according to claim 2, characterized in that: In step S2, the initial value P of the engine thrust is determined by the following formula: oni : Among them, P off The engine thrust required for the aircraft landing approach in non-powered lift state, η j is the efficiency factor of the engine jet in the lift-increasing state, θ j is the downward deflection angle of the engine jet disturbed by the flap, S ref is the reference wing area of ​​the aircraft, W is the landing weight, a is the acceleration of the aircraft at the safety altitude, θ is the glide path angle given at the safety altitude, C Dap is the resistance coefficient of the ground contact in the non-powered lift state, C Dzl is the drag coefficient increment when the drag plate is opened, q x is the approach speed pressure in non-power-up state, n e is the number of engines.

4. The method for determining landing characteristic parameters of a transport aircraft according to claim 1, characterized in that: In step S3, the number of selectable engine thrusts is not less than 3, and the specified range is ±20KN.

5. The method for determining landing characteristic parameters of a transport aircraft according to claim 1, characterized in that: In step S4, the approach speed V in the boost state is determined by the following formula: ap-on : Z p =n e Psin(a ap1 +θ j ); Where P is the thrust of each optional engine, Z p is the component of each optional engine thrust in the lift direction.

6. The method for determining landing characteristic parameters of a transport aircraft according to claim 1, characterized in that: In step S5, the minimum approach speed V in the boost state is determined by the following formula: ap-min : Among them, C Lmax-on is the maximum lift coefficient in the lift-enhancing state, which includes the lift coefficient converted from the thrust component in the lift direction, C Lap-bz The maximum lift coefficient used for a landing approach based on standard calculations.

7. The method for determining landing characteristic parameters of a transport aircraft according to claim 1, characterized in that: In step S6, the approach glide path angle θ is determined by the following formula: ap : Among them, C Dap-on The drag coefficient for a landing approach in increased lift.

8. The method for determining landing characteristic parameters of a transport aircraft according to claim 1, characterized in that: In step S7, the setting requirements include: Approach speed V in boost state ap-on Greater than the minimum approach speed V in the state of increased lift ap-min ; Approach speed V in boost state ap-on And the minimum approach speed V in the state of increased lift ap-min Not greater than a given landing approach speed threshold; Glide path angle θ ap Less than -0.3°.

9. The method for determining landing characteristic parameters of a transport aircraft according to claim 1, characterized in that: Step S8 further comprises: Determine the stall speed V s-on for: Determine the approach thrust coefficient C Tap for: Determine the touchdown speed V for landing at-on : V at-on =1.15V s-on 。 10. A device for determining landing characteristic parameters of a transport aircraft, applied to a power-lift transport aircraft with lower-surface blown flaps, characterized in that: The device includes: The module for determining the angle of attack used for approach is used to determine the maximum lift coefficient C of the landing configuration of the aircraft in the non-powered lift state. Lmax Determine the angle of attack α for approach in non-power-up state ap ; The engine thrust initial value determination module is used to determine the engine thrust initial value P required for landing approach in the increased lift state according to the angle of attack used. oni ; Optional engine thrust selection module, used to select the initial value of engine thrust P oni Form multiple optional engine thrusts within a specified range nearby; The module for determining the approach speed in the increased lift state is used to use an angle of attack not higher than α ap Multiple optional angles of attack α ap1 , determine the lift coefficient C for the approach in non-powered lift state Lap1 The lift coefficient C of the aircraft in the increased lift state when landing Lat-on , calculate the increased lift approach speed V for each optional engine thrust ap-on ; The minimum approach speed determination module is used to determine the minimum approach speed V in the enhanced lift state. ap-min ; The approach glide path angle determination module is used to determine the approach glide path angle θ corresponding to each optional engine thrust ap ; The engine thrust determination module is used to determine the approach speed V in the increased lift state that meets the set requirements. ap-on The angle θ with the approach glide path ap Corresponding engine thrust P ap ; The landing characteristic parameter calculation module is used to determine the landing characteristic parameters according to the engine thrust.

11. The device for determining landing characteristic parameters of a transport aircraft according to claim 10, characterized in that: In the approach angle of attack determination module, the approach angle of attack α in the non-power-up state is ap It is obtained by interpolating in the interpolation table, wherein the interpolation table is the maximum lift coefficient C of the aircraft approaching in the non-powered lift state Lap With the use of angle of attack α ap The constructed relationship table, where 12. The transport aircraft landing characteristic parameter determination device according to claim 11, characterized in that: In the engine thrust initial value determination module, the engine thrust initial value P is determined by the following formula: oni : Among them, P off The engine thrust required for the aircraft landing approach in non-powered lift state, η j is the efficiency factor of the engine jet in the lift-increasing state, θ j is the downward deflection angle of the engine jet disturbed by the flap, S ref is the reference wing area of ​​the aircraft, W is the landing weight, a is the acceleration of the aircraft at the safety altitude, θ is the glide path angle given at the safety altitude, C Dap is the resistance coefficient of the ground contact in the non-powered lift state, C Dzl is the drag coefficient increment when the drag plate is opened, q x is the approach speed pressure in non-power-up state, n e is the number of engines.

13. The device for determining landing characteristic parameters of a transport aircraft according to claim 10, characterized in that: The number of optional engine thrusts shall not be less than 3, and the specified range is ±10KN.

14. The device for determining landing characteristic parameters of a transport aircraft according to claim 10, characterized in that: In the increased lift state approach speed determination module, the increased lift state approach speed V is determined by the following formula: ap-on : Z p =n e Psin(a ap1 +θ j ); Where P is the thrust of each optional engine, Z p is the component of each optional engine thrust in the lift direction.

15. The device for determining landing characteristic parameters of a transport aircraft according to claim 10, characterized in that: In the minimum approach speed determination module, the minimum approach speed V in the boost state is determined by the following formula: ap-min : Among them, C Lmax-on is the maximum lift coefficient in the lift-enhancing state, which includes the lift coefficient converted from the thrust component in the lift direction, C Lap-bz The maximum lift coefficient used for a landing approach based on standard calculations.

16. The device for determining landing characteristic parameters of a transport aircraft according to claim 10, characterized in that: In the approach glide path angle determination module, the approach glide path angle θ is determined by the following formula: ap : Among them, C Dap-on The drag coefficient for a landing approach in increased lift.

17. The device for determining landing characteristic parameters of a transport aircraft according to claim 10, characterized in that: The setting requirements include: Approach speed V in boost state ap-on Greater than the minimum approach speed V in the state of increased lift ap-min ; Approach speed V in boost state ap-on And the minimum approach speed V in the state of increased lift ap-min Not greater than a given landing approach speed threshold; Glide path angle θ ap Less than -0.3°.

18. The device for determining landing characteristic parameters of a transport aircraft according to claim 10, characterized in that: The landing characteristic parameter calculation module includes: Stall speed determination unit, used to determine the stall speed V s-on for: Approach thrust coefficient determination unit, used to determine the approach thrust coefficient C Tap for: The touchdown speed determination unit is used to determine the touchdown speed V for landing. at-on : V at-on =1.15V s-on 。 19. 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 landing characteristic parameters of a transport aircraft as described in any one of claims 1 to 9.

20. 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 method for determining the landing characteristic parameters of a transport aircraft as described in any one of claims 1-9.

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