A method and apparatus for determining a landing signature of a transport

Abstract

The application belongs to the field of flight control technology, and particularly relates to a method and device for determining landing characteristic parameters of a transport aircraft, and is applied to a lower surface air blowing flap powered lift transport aircraft. The method comprises the following steps: S1, determining a used attack angle of a non-powered lift state approach; S2, determining an initial value of engine thrust required by a lift state landing approach; S3, forming a plurality of selectable engine thrusts in a specified range near the initial value of engine thrust; S4, calculating an approach speed corresponding to each selectable engine thrust in the lift state; S5, determining a minimum speed of the approach in the lift state; S6, determining an approach glide path angle corresponding to each selectable engine thrust; S7, determining an engine thrust satisfying a set requirement; and S8, determining the landing characteristic parameters. The application improves the approach flight control precision of the lower surface air blowing flap powered lift transport aircraft, and ensures flight safety.

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 key factors affecting the landing performance of transport aircraft. The characteristic landing speed of a powered lift transport aircraft with blown flaps is closely related to the landing thrust and the maximum available lift coefficient. While the maximum lift coefficient of a conventional transport aircraft's landing configuration is fixed, the maximum available lift coefficient of a powered lift transport aircraft also depends on the landing thrust. Therefore, before calculating the characteristic landing speed, the required landing thrust must be calculated. Conventional algorithms are not applicable to calculating the characteristic landing 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-lift 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 power-assisted high-lift transport aircraft with blown flaps on the lower surface. The method comprises:

[0005] Step S1: Based on 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 mode ap ;

[0006] Step S2: Determine the initial value P of 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 of engine thrust P 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 the non-powered lift state Lap1 And the lift coefficient C of the aircraft in the increased lift state when landing Lat-on , calculate the approach speed V in the increased lift state corresponding to each optional engine thrust ap-on ;

[0009] Step S5: Determine the minimum approach speed V in the increased 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 Angle θ with 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 α used for approaching in the non-powered lift state is ap It is obtained by interpolation in the interpolation table, which 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 relational table, where

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

[0015]

[0016]

[0017]

[0018] Among them, P off The engine thrust required for landing approach of the aircraft 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 given glide path angle at the safety altitude, C Dap is the resistance coefficient of ground contact in the non-powered lift state, C Dzl The drag coefficient increment when the drag plate is opened, q x is the approach speed pressure in non-power-up mode, 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 ±20KN.

[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] Among them, 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-increasing 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 the enhanced state ap-on Greater than the minimum approach speed V in the increased lift state ap-min ;

[0036] Approach speed V in the enhanced state ap-on and the minimum approach speed V in the state of increased lift ap-min Not greater than the 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] A second aspect of the present application provides a device for determining landing characteristic parameters of a transport aircraft, which is applied to a power-assisted high-lift transport aircraft with blown flaps on the lower surface. 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 mode 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 determine the approach speed using 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 the non-powered lift state Lap1 And the lift coefficient C of the aircraft in the increased lift state when landing Lat-on , calculate the approach speed V in the increased lift state corresponding to each optional engine thrust ap-on ;

[0050] The minimum approach speed determination module is used to determine the minimum approach speed V in the 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 Angle θ with 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 interpolation in the interpolation table, which 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 relational 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 landing approach of the aircraft 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 given glide path angle at the safety altitude, C Dap is the resistance coefficient of ground contact in the non-powered lift state, C Dzl The drag coefficient increment when the drag plate is opened, q x is the approach speed pressure in non-power-up mode, 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 boost state approach speed determination module, the boost 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] Among them, 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-increasing 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 the enhanced state ap-on Greater than the minimum approach speed V in the increased lift state ap-min ;

[0077] Approach speed V in the enhanced state ap-on and the minimum approach speed V in the state of increased lift ap-min Not greater than the 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] Touchdown speed determination unit, 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 blown flaps on the lower surface, 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 structural diagram of a computer device suitable for implementing the embodiments of the present application. DETAILED DESCRIPTION

[0091] In order to make the purpose, technical solutions and advantages of the implementation of this application clearer, the technical solutions in the implementation of this application will be described in more detail below in conjunction with the drawings in the implementation of this application. In the drawings, the same or similar numbers 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 should not 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 conjunction 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 power-assisted transport aircraft with blown flaps on the lower surface, such as Figure 1 As shown, the method mainly includes:

[0093] Step S1: Based on 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 mode ap ;

[0094] Step S2: Determine the initial value P of 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 of engine thrust P 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 the non-powered lift state Lap1 And the lift coefficient C of the aircraft in the increased lift state when landing Lat-on , calculate the approach speed V in the increased lift state corresponding to each optional engine thrust ap-on ;

[0097] Step S5: Determine the minimum approach speed V in the 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 Angle θ with approach glide path ap Corresponding engine thrust Pap ;

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

[0101] This application first calculates the initial value of the thrust required for landing approach of a powered lift 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 the appropriate engine thrust. Based on the final selected engine thrust, the approach and landing characteristic parameters are calculated, 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 blown flap power lift technology, and the aircraft reference wing area is 353m 2 The aircraft has a wingspan of 50.6m, an aspect ratio of 7.25, a quarter-chord sweep angle of 21°, and a tip-to-root ratio of 0.24. Four high-bypass turbofan engines, each with a thrust of 185.5 kN, are suspended under the wings. The engine thrust axis is angled -2.5° downward relative to the fuselage. The inboard engine is mounted at 29.6% of its span-wise half-length, resulting in a 3° wing section angle. The outboard engine is mounted at 55% of its span-wise half-length, resulting in a 2.5° wing section angle. The aircraft's tailstrike angle is 11.8°. The landing configuration includes leading-edge slats with a 25° deflection angle, and double-slotted Fuller flaps with a 33°+20° deflection angle. The diameter of the flap trailing-edge jet, Dj, is 5.21m, and the depth of the flap portion 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 application calculates the angle of attack α for the approach in the non-powered lift state. ap In some optional embodiments, in step S1, the angle of attack α used for the approach in the non-powered lift state is ap It is obtained by interpolation in the interpolation table, which 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 relational 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 from 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 engine thrust P is determined. oni In some optional embodiments, 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 landing approach of the aircraft 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 given glide path angle at the safety altitude, C Dap is the resistance coefficient of ground contact in the non-powered lift state, C Dzl The drag coefficient increment when the drag plate is opened, q x is the approach speed pressure in non-power-up mode, 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 embodiments, in step S3, the number of optional engine thrusts is no less than three, and the specified range is ±20 kN. For example, four optional engine thrusts are determined around 83.84 kN: 80, 90, and 95.

[0114] Then, in step S4, the approach speed V in the increased lift state is calculated. ap-on , calculate the minimum approach speed V in step S5 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] Among them, 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-increasing 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 embodiments, 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, column 1 is the optional angle of attack, column 2 is the optional engine thrust, column 3 is the component of thrust in the lift direction, column 4 is the lift coefficient corresponding to the approach angle of attack in the enhanced lift state, column 5 is the approach speed in the enhanced lift state calculated based on Model 2, column 6 is the maximum lift coefficient corresponding to the calculated state (including the lift coefficient converted from the component of thrust in the lift direction), column 7 is the calculated minimum approach speed in the enhanced lift state, column 8 is the drag coefficient corresponding to the approach angle of attack in the enhanced lift state (including the drag increment due to the opening of the drag flaps), column 9 is the drag corresponding to the approach angle of attack in the enhanced lift state, and column 10 is the calculated flight path angle.

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

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

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

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

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

[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 increased 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 based on 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] In a second aspect, the present application provides a transport aircraft landing characteristic parameter determination device corresponding to the above method, which is applied to a power-assisted high-lift transport aircraft with blown flaps on the lower surface. 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 mode 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 determine the approach speed using 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 the non-powered lift state Lap1 And the lift coefficient C of the aircraft in the increased lift state when landing Lat-on , calculate the approach speed V in the increased lift state corresponding to each optional engine thrustap-on ;

[0152] The minimum approach speed determination module is used to determine the minimum approach speed V in the 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 Angle θ with 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 interpolation in the interpolation table, which 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 relational 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 landing approach of the aircraft 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 given glide path angle at the safety altitude, C Dap is the resistance coefficient of ground contact in the non-powered lift state, C Dzl The drag coefficient increment when the drag plate is opened, q x is the approach speed pressure in non-power-up mode, 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 embodiments, 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] Among them, 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 embodiments, 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-increasing 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 embodiments, 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 in increased lift state V ap-on Greater than the minimum approach speed V in the increased lift state ap-min ;

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

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

[0181] In some optional embodiments, 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] Touchdown speed determination unit, 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, the present application provides a readable storage medium storing a computer program that, when executed by a processor, implements the method for determining landing characteristic parameters of a transport aircraft as described above. The computer-readable storage medium may be included in the apparatus described in the above embodiments, or it may exist independently and not be incorporated into the apparatus. The computer-readable storage medium carries one or more programs, and when executed by the apparatus, the one or more programs process data according to the method described above.

[0190] Reference below Figure 2 , which shows a 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 limit the functions and scope of use of the embodiments of the present application.

[0191] like Figure 2 As shown, 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 portion 408 into a random access memory (RAM) 403. Various programs and data required for the operation of device 400 are also stored in RAM 403. CPU 401, ROM 402, and RAM 403 are connected to each other via a bus 404. An input / output (I / O) interface 405 is also connected to bus 404.

[0192] The following components are connected to the I / O interface 405: an input section 406 including a keyboard, a mouse, and the like; an output section 407 including devices such as a cathode ray tube (CRT), a liquid crystal display (LCD), and a speaker; a storage section 408 including a hard disk; and a communication section 409 including a network interface card such as a LAN card or a modem. 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. Removable media 411, such as a magnetic disk, an optical disk, a magneto-optical disk, or a semiconductor memory, is installed in the drive 410 as needed, so that computer programs read therefrom can be 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 component 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 having one or more conductors, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, which carries computer-readable program code. Such a propagated data signal may take a variety of forms, including, but not limited to, electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transfer a program for use by or in conjunction with an instruction execution system, apparatus, or device. The program code embodied on a computer-readable medium may be transmitted using any suitable medium, including, but not limited to, wireless, wire, optical cable, RF, etc., or any suitable combination thereof.

[0194] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of code includes one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a sequence different from that marked in the accompanying drawings. For example, two 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 box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the specified function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0195] The modules or units described in the embodiments of this application may be implemented in software or hardware. The modules or units described may also be provided in a processor, and the names of these modules or units do not, in certain circumstances, limit the modules or units themselves.

[0196] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for determining landing characteristic parameters of a transport aircraft, applied to a powered lift transport aircraft with blown flaps on the lower surface, characterized in that: The method includes: Step S1: Based on 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 mode ap ; Step S2: Determine the initial value P of 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 of engine thrust P 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 the non-powered lift state Lap1 And the lift coefficient C of the aircraft in the increased lift state when landing Lat-on , calculate the approach speed V in the increased lift state corresponding to each optional engine thrust ap-on ; Step S5: Determine the minimum approach speed V in the 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 Angle θ with 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, wherein: In step S1, the angle of attack α used for approach in non-power-up state is ap It is obtained by interpolation in the interpolation table, which 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 relational table, where 3. The method for determining landing characteristic parameters of a transport aircraft according to claim 2, wherein: In step S2, the initial value of engine thrust P is determined by the following formula: oni : Among them, P off The engine thrust required for landing approach of the aircraft 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 given glide path angle at the safety altitude, C Dap is the resistance coefficient of ground contact in the non-powered lift state, C Dzl The drag coefficient increment when the drag plate is opened, q x is the approach speed pressure in non-power-up mode, n e is the number of engines.

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

5. The method for determining landing characteristic parameters of a transport aircraft according to claim 1, wherein: 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 ); Among them, 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, wherein: 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-increasing 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, wherein: 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, wherein: In step S7, the setting requirements include: Approach speed V in the enhanced state ap-on Greater than the minimum approach speed V in the increased lift state ap-min ; Approach speed V in the enhanced state ap-on and the minimum approach speed V in the state of increased lift ap-min Not greater than the 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, wherein: Step S8 further includes: 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 blown flaps on the lower surface, 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 mode 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 determine the approach speed using 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 the non-powered lift state Lap1 And the lift coefficient C of the aircraft in the increased lift state when landing Lat-on , calculate the approach speed V in the increased lift state corresponding to each optional engine thrust ap-on ; The minimum approach speed determination module is used to determine the minimum approach speed V in the 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 Angle θ with 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, wherein: 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 interpolation in the interpolation table, which 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 relational table, where 12. The device for determining landing characteristic parameters of a transport aircraft according to claim 11, wherein: 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 landing approach of the aircraft 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 given glide path angle at the safety altitude, C Dap is the resistance coefficient of ground contact in the non-powered lift state, C Dzl The drag coefficient increment when the drag plate is opened, q x is the approach speed pressure in non-power-up mode, n e is the number of engines.

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

14. The device for determining landing characteristic parameters of a transport aircraft according to claim 10, wherein: In the boost state approach speed determination module, the boost state approach speed V is determined by the following formula: ap-on : Z p =n e Psin(a ap1 +θ j ); Among them, 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, wherein: In the minimum approach speed determination module, the minimum approach speed V in the lift state is determined by the following formula: ap-min : Among them, C Lmax-on is the maximum lift coefficient in the lift-increasing 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, wherein: 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, wherein: The setup requirements include: Approach speed V in the enhanced state ap-on Greater than the minimum approach speed V in the increased lift state ap-min ; Approach speed in increased lift state V ap-on and the minimum approach speed V in the state of increased lift ap-min Not greater than the 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, wherein: 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: Touchdown speed determination unit, 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 landing characteristic parameters of a transport aircraft according to 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 according to any one of claims 1 to 9.

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