Method and device for determining length of single-shot failure takeoff field of transport plane

Abstract

The invention belongs to the technical field of take-off field domain performance design, and particularly relates to a method and device for determining the length of a single-shot failure take-off field of a transport plane, which are applied to a lower surface blowing flap power lift augmentation transport plane. The method comprises the following steps: S1, determining the lift augmentation state takeoff thrust of the single-shot failure transport aircraft; s2, determining the accelerated speed of the transport plane and the track angle of constant-speed climbing according to the takeoff thrust in the lift augmentation state; and S3, calculating the length of the single-shot failure takeoff field of the transport plane according to an integral formula. According to the method, changes of thrust, lift force, resistance and speed of single-shot failure takeoff of the blowing type flap power high-lift transport plane are accurately described, and the length of the single-shot failure takeoff field of the lower surface blowing type flap power high-lift transport plane can be rapidly and accurately calculated.

Description

Technical Field

[0001] The present application belongs to the technical field of take-off field performance design, and in particular relates to a method and device for determining the length of a take-off field for a transport aircraft with a single engine failure. Background Art

[0002] The aerodynamic force of the takeoff configuration of a powered lift-enhancing aircraft with blown flaps is significantly affected by the power, and engine failure will also produce rolling moment and yaw moment. The dynamic model used in the calculation of takeoff length of conventional aircraft cannot be applied to powered lift-enhancing aircraft with blown flaps. Summary of the invention

[0003] In order to solve the above problems, the present application provides a method and device for determining the take-off field length of a transport aircraft with a single engine failure, providing technical support for determining the take-off field length of a transport aircraft with a single engine failure using a lower surface blown flap power lift.

[0004] In a first aspect, the present application provides a method for determining the takeoff field length of a transport aircraft with a single engine failure, which is applied to a power-assisted lift transport aircraft with lower surface blown flaps. The method comprises:

[0005] Step S1: Determine the takeoff thrust P of the transport aircraft in the increased lift state with a single engine failure xzon ;

[0006] Step S2: Take-off thrust P according to the lift state xzon Determine the acceleration a of the transport aircraft and the flight path angle θ of the constant speed climb;

[0007] Step S3, calculating the length L of the transport aircraft single engine failure takeoff field according to the following integral formula:

[0008]

[0009] Among them, V EF is the engine failure speed, V R V is the nose wheel lift speed for takeoff, lof is the take-off speed, L R1 is the ground rolling distance before engine failure, L R2 L is the ground rolling distance before engine failure and nose wheel lift for takeoff, L-R L is the rolling distance between the front wheel lift and the departure point, C is the flight distance to climb to a safe altitude, and V is the speed of the transport aircraft.

[0010] Preferably, in step S1, the take-off thrust P in the increased lift state is determined by the following formula: xzon :

[0011]

[0012] Among them, ne is the number of engines, P emax is the maximum takeoff thrust of the engine, K s is the takeoff system power extraction factor, K v is the speed correction factor for takeoff thrust, K h is the altitude correction factor for takeoff thrust, P xz is the engine thrust corrected for power, speed and altitude, η j is the engine jet efficiency factor, θ j is the downward deflection angle of the jet disturbed by the flap relative to the fuselage axis, α is the fuselage angle of attack, C T is the aircraft takeoff thrust coefficient, S ref is the reference area of ​​the wing, ρ is the air density, and q is the velocity pressure.

[0013] Preferably, step S2 further comprises:

[0014] Step S21: Determine the takeoff lift coefficient C in the increased lift state L ;

[0015] Step S22: Determine the takeoff drag coefficient C in the increased lift state D ;

[0016] Step S23, determine the acceleration a of the conveyor by the following formula:

[0017]

[0018] Where W is the takeoff weight of the aircraft, D is the takeoff aerodynamic drag, L is the takeoff aerodynamic lift, F is the friction force of the taxiing, f is the rolling friction coefficient of the taxiing, and Z p is the component of thrust in the direction of lift;

[0019] Step S24: determine the track angle θ of the constant speed climb by the following formula:

[0020]

[0021] Preferably, in step S21, the takeoff lift coefficient C in the increased lift state is determined by the following formula: L :

[0022]

[0023] Among them, C Loff is the takeoff lift coefficient in the non-powered lift state, C Lb is the lift coefficient increment generated by the full-engine takeoff jet flow around the flap, C Lθ is the reference value of the lift coefficient increment generated by the jet flap flow, C Lα is the correction value for the effect of angle of attack.

[0024] Preferably, step S22 further includes:

[0025] Step S221: Determine the drag coefficient C generated by the rolling moment trim due to single engine failure Da ;

[0026] Step S222: Determine the drag coefficient C generated by the pitch moment trim due to single engine failure De ;

[0027] Step S223: Determine the drag coefficient C generated by the single engine failure yaw moment trim Dr ;

[0028] Step S224: Calculate the trim drag coefficient ΔC based on the following formula: D :

[0029]

[0030] Step S225: Calculate the takeoff drag coefficient C based on the following formula: D :

[0031]

[0032] Among them, C Doff is the drag coefficient in the non-powered lift state, C Db It is the dynamic influence correction amount of the drag coefficient in the full-engine takeoff lift state.

[0033] Preferably, in step S221, the drag coefficient C generated by the single engine failure rolling moment trim is determined according to the following formula: Da :

[0034]

[0035] Among them, δ a Aileron deflection angle for rolling moment trim, C Dδa is the increase in drag coefficient caused by aileron unit deflection angle, C l is the rolling moment coefficient caused by single engine failure, C lδa is the control efficiency of the aileron, ΔC L is the loss of lift coefficient of the wing on the side of the failed engine, L ye is the span length between the axis of the failed engine and the axis of the fuselage, b w The wing span.

[0036] Preferably, step S222 further includes:

[0037] Step S2221: Determine the pitch moment coefficient increment C generated by the jet vector effect mp ;

[0038] Step S2222: Determine the pitch moment coefficient increment C generated by the jet flap flow mb ;

[0039] Step S2223: Determine the pitch moment coefficient C of the missed approach climb by the following formula: m :

[0040] C m =C moff +C mp +C mb Among them, C moff The pitch moment for takeoff climb in non-powered lift state;

[0041] Step S2224: Determine the drag coefficient C generated by the single engine failure pitch moment trim using the following formula: De :

[0042] C De =C Dδe δ e ;

[0043]

[0044] Among them, δ e The elevator deflection angle to balance the pitch moment, C Dδe is the drag coefficient generated by the unit deflection angle of the elevator, C mδe The control efficiency of the elevator.

[0045] Preferably, in step S2221, the pitch moment coefficient increment C generated by the jet vector effect is determined by the following formula: mp :

[0046]

[0047] Among them, C T is the thrust coefficient for takeoff of an aircraft with a single engine failure, θ e is the downward deflection angle of the engine axis relative to the fuselage axis, h cf L is the vertical distance of the flap aerodynamic pressure center below the center of gravity, f The axial distance behind the center of gravity of the flap aerodynamic pressure center, h e is the vertical distance of the engine nozzle below the center of gravity, L e is the axial distance of the engine nozzle behind the center of gravity, c a is the average aerodynamic chord length of the wing.

[0048] Preferably, in step S2222, the pitch moment coefficient increment C generated by the jet flap flow is determined by the following formula: mb :

[0049]

[0050] Among them, L0 is the axial distance between the leading edge of the wing and the center of gravity of the fuselage at the engine installation position. It is positive if it is located behind the center of gravity. L c is the axial distance behind the center of gravity of the wing's aerodynamic pressure center after the flaps are placed, and c' is the axial projection length of the wing chord length at the engine installation position.

[0051] Preferably, in step S223, the drag coefficient C generated by the single engine failure yaw moment trim is determined according to the following formula: Dr :

[0052]

[0053] Among them, δ r The rudder deflection angle to balance the yaw moment, C Dδr is the drag coefficient generated by the rudder unit deflection angle, C n is the yaw moment coefficient caused by single engine failure, C nδr The control efficiency of the rudder.

[0054] A second aspect of the present application provides a device for determining the takeoff field length of a transport aircraft with a single engine failure, which is applied to a power-assisted lift transport aircraft with blown flaps on the lower surface. The device comprises:

[0055] The module for determining the take-off thrust in the increased lift state is used to determine the take-off thrust P of a transport aircraft in the increased lift state with a single engine failure. xzon ;

[0056] The acceleration and track angle determination module is used to determine the takeoff thrust P according to the lift state. xzon Determine the acceleration a of the transport aircraft and the flight path angle θ of the constant speed climb;

[0057] The take-off field length determination module is used to calculate the length L of the transport aircraft single-engine failure take-off field according to the following integral formula:

[0058]

[0059] Among them, V EF is the engine failure speed, V R V is the nose wheel lift speed for takeoff, lof is the take-off speed, L R1 is the ground rolling distance before engine failure, L R2 L is the ground rolling distance before engine failure and nose wheel lift for takeoff, L-R L is the rolling distance between the front wheel lift and the departure point, C is the flight distance to climb to a safe altitude, and V is the speed of the transport aircraft.

[0060] Preferably, in the lift-up state takeoff thrust determination module, the lift-up state takeoff thrust P is determined by the following formula: xzon :

[0061]

[0062] Among them, n e is the number of engines, P emax is the maximum takeoff thrust of the engine, K s is the takeoff system power extraction factor, K v is the speed correction factor for takeoff thrust, K h is the altitude correction factor for takeoff thrust, P xz is the engine thrust corrected for power, speed and altitude, η j is the engine jet efficiency factor, θ j is the downward deflection angle of the jet disturbed by the flap relative to the fuselage axis, α is the fuselage angle of attack, C T is the aircraft takeoff thrust coefficient, S ref is the reference area of ​​the wing, ρ is the air density, and q is the velocity pressure.

[0063] Preferably, the acceleration and track angle determination module includes:

[0064] The take-off lift coefficient determination unit is used to determine the take-off lift coefficient C in the increased lift state. L ;

[0065] Takeoff drag coefficient determination unit, used to determine the takeoff drag coefficient C in the increased lift state D ;

[0066] The acceleration determination unit is used to determine the acceleration a of the conveyor by the following formula:

[0067]

[0068] Where W is the takeoff weight of the aircraft, D is the takeoff aerodynamic drag, L is the takeoff aerodynamic lift, F is the friction force of the taxiing, f is the rolling friction coefficient of the taxiing, and Z p is the component of thrust in the direction of lift;

[0069] The track angle determination unit is used to determine the track angle θ of the constant speed climb by the following formula:

[0070]

[0071] Preferably, in the take-off lift coefficient determination unit, the take-off lift coefficient C in the increased lift state is determined by the following formula: L :

[0072]

[0073] Among them, C Loff is the takeoff lift coefficient in the non-powered lift state, C Lb is the lift coefficient increment generated by the full-engine takeoff jet flow around the flap, C Lθ is the reference value of the lift coefficient increment generated by the jet flap flow, C Lα is the correction value for the effect of angle of attack.

[0074] Preferably, the takeoff drag coefficient determination unit further comprises:

[0075] Roll moment trim drag coefficient determination subunit, used to determine the drag coefficient C generated by single engine failure roll moment trim Da ;

[0076] The pitch moment trim drag coefficient determination subunit is used to determine the drag coefficient C generated by the pitch moment trim of a single engine failure De ;

[0077] The yaw moment trim drag coefficient determination subunit is used to determine the drag coefficient C generated by the yaw moment trim of a single engine failure Dr ;

[0078] The trim drag coefficient determination subunit is used to calculate the trim drag coefficient ΔC based on the following formula D :

[0079]

[0080] The takeoff drag coefficient determination subunit is used to calculate the takeoff drag coefficient C based on the following formula D :

[0081]

[0082] Among them, C Doff is the drag coefficient in the non-powered lift state, C Db It is the dynamic influence correction amount of the drag coefficient in the full-engine takeoff lift state.

[0083] Preferably, in the rolling moment trim drag coefficient determination subunit, the drag coefficient C generated by the rolling moment trim of a single engine failure is determined according to the following formula: Da :

[0084]

[0085] Among them, δ a Aileron deflection angle for rolling moment trim, C Dδa is the increase in drag coefficient caused by aileron unit deflection angle, C l is the rolling moment coefficient caused by single engine failure, Clδa is the control efficiency of the aileron, ΔC L is the loss of lift coefficient of the wing on the side of the failed engine, L ye is the span length between the axis of the failed engine and the axis of the fuselage, b w The wing span.

[0086] Preferably, the pitch moment trim drag coefficient determination subunit comprises:

[0087] The first pitch moment coefficient increment determination unit is used to determine the pitch moment coefficient increment C generated by the jet vector effect. mp ;

[0088] The second pitch moment coefficient increment determination unit is used to determine the pitch moment coefficient increment C generated by the jet flap flow mb ;

[0089] The pitch moment coefficient determination unit is used to determine the pitch moment coefficient C of the missed approach climb by the following formula m :

[0090] C m =C moff +C mp +C mb Among them, C moff The pitch moment for takeoff climb in non-powered lift state;

[0091] The pitch moment trim drag coefficient determination unit is used to determine the drag coefficient C generated by the pitch moment trim of a single engine failure through the following formula De :

[0092] C De =C Dδe δ e ;

[0093]

[0094] Among them, δ e The elevator deflection angle to balance the pitch moment, C Dδe is the drag coefficient generated by the unit deflection angle of the elevator, C mδe The control efficiency of the elevator.

[0095] Preferably, in the first pitch moment coefficient increment determining unit, the pitch moment coefficient increment C generated by the jet vector effect is determined by the following formula: mp :

[0096]

[0097] Among them, C Tis the thrust coefficient for takeoff of an aircraft with a single engine failure, θ e is the downward deflection angle of the engine axis relative to the fuselage axis, h cf L is the vertical distance of the flap aerodynamic pressure center below the center of gravity, f The axial distance behind the center of gravity of the flap aerodynamic pressure center, h e is the vertical distance of the engine nozzle below the center of gravity, L e is the axial distance of the engine nozzle behind the center of gravity, c a is the average aerodynamic chord length of the wing.

[0098] Preferably, in the second pitch moment coefficient increment determining unit, the pitch moment coefficient increment C generated by the jet flap flow is determined by the following formula: mb :

[0099]

[0100] Among them, L0 is the axial distance between the leading edge of the wing and the center of gravity of the fuselage at the engine installation position. It is positive if it is located behind the center of gravity. L c is the axial distance behind the center of gravity of the wing's aerodynamic pressure center after the flaps are placed, and c' is the axial projection length of the wing chord length at the engine installation position.

[0101] Preferably, in the yaw moment trim drag coefficient determination subunit, the drag coefficient C generated by the single engine failure yaw moment trim is determined according to the following formula: Dr :

[0102]

[0103] Among them, δ r The rudder deflection angle to balance the yaw moment, C Dδr is the drag coefficient generated by the rudder unit deflection angle, C n is the yaw moment coefficient caused by single engine failure, C nδr The control efficiency of the rudder.

[0104] A third aspect of the present application provides a computer device, including 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 length of a single-engine failure takeoff field for a transport aircraft as described above.

[0105] A fourth aspect of the present application provides a readable storage medium storing a computer program, which, when executed by a processor, is used to implement the method for determining the length of a single-engine failure takeoff field for a transport aircraft as described above.

[0106] The present application accurately describes the changes in thrust, lift, drag and speed of a single-engine failure takeoff of a powered lift transport aircraft with blown flaps, and can quickly and accurately calculate the length of the single-engine failure takeoff field of the lower surface powered lift transport aircraft with blown flaps. BRIEF DESCRIPTION OF THE DRAWINGS

[0107] Figure 1 It is a flow chart of a preferred embodiment of the method for determining the takeoff field length of a transport aircraft with a single engine failure in the present application.

[0108] 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

[0109] 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.

[0110] The first aspect of the present application provides a method for determining the takeoff field length of a transport aircraft with a single engine failure, which is applied to a power-assisted lift transport aircraft with blown flaps on the lower surface, such as Figure 1 As shown, the method mainly includes:

[0111] Step S1: Determine the takeoff thrust P of the transport aircraft in the increased lift state with a single engine failure xzon ;

[0112] Step S2: Take-off thrust P according to the lift state xzon Determine the acceleration a of the transport aircraft and the flight path angle θ of the constant speed climb;

[0113] Step S3, calculating the length L of the transport aircraft single engine failure takeoff field according to the following integral formula:

[0114]

[0115] Among them, V EF is the engine failure speed, V R V is the nose wheel lift speed for takeoff, lof is the take-off speed, L R1 is the ground rolling distance before engine failure, LR2 L is the ground rolling distance before engine failure and nose wheel lift for takeoff, L-R L is the rolling distance between the front wheel lift and the departure point, C is the flight distance to climb to a safe altitude, and V is the speed of the transport aircraft.

[0116] The present application first calculates the takeoff thrust in the increased lift state in step S1, based on which the acceleration a of the transport aircraft and the track angle θ of the constant speed climb can be calculated in step S2. Finally, in step S3, the velocity V can be integrated based on the acceleration a of the transport aircraft to obtain the movement distance of the transport aircraft on the ground, that is, the first part of the runway length. Based on the track angle, the flight altitude can be integrated to determine the second part of the runway length required within the safe altitude range. The two parts of the runway length are superimposed to form the minimum length of the required takeoff field. This length can guide the design of the takeoff field, and can also optimize the aircraft parameters based on the existing takeoff field.

[0117] In some optional embodiments, in step S1, the take-off thrust P in the increased lift state is determined by the following formula: xzon :

[0118]

[0119] Among them, n e is the number of engines, P emax is the maximum takeoff thrust of the engine, K s is the takeoff system power extraction factor, K v is the speed correction factor for takeoff thrust, K h is the altitude correction factor for takeoff thrust, P xz is the engine thrust corrected for power, speed and altitude, η j is the engine jet efficiency factor, θ j is the downward deflection angle of the jet disturbed by the flap relative to the fuselage axis, α is the fuselage angle of attack, C T is the aircraft takeoff thrust coefficient, S ref is the reference area of ​​the wing, ρ is the air density, and q is the velocity pressure.

[0120] In some optional implementations, step S2 further includes:

[0121] Step S21: Determine the takeoff lift coefficient C in the increased lift state L ;

[0122] Step S22: Determine the takeoff drag coefficient C in the increased lift state D ;

[0123] Step S23, determine the acceleration a of the conveyor by the following formula:

[0124]

[0125] Where W is the takeoff weight of the aircraft, D is the takeoff aerodynamic drag, L is the takeoff aerodynamic lift, F is the friction force of the taxiing, f is the rolling friction coefficient of the taxiing, and Z p is the component of thrust in the direction of lift;

[0126] Step S24: determine the track angle θ of the constant speed climb by the following formula:

[0127]

[0128] In some optional implementations, in step S21, the takeoff lift coefficient C in the increased lift state is determined by the following formula: L :

[0129]

[0130] Among them, C Loff is the takeoff lift coefficient in the non-powered lift state, C Lb is the lift coefficient increment generated by the full-engine takeoff jet flow flap (excluding the thrust vector part), C Lθ is the reference value of the lift coefficient increment generated by the jet flap flow, C Lα is the correction value for the effect of angle of attack.

[0131] In some optional implementations, step S22 further includes:

[0132] Step S221: Determine the drag coefficient C generated by the rolling moment trim due to single engine failure Da ;

[0133] Step S222: Determine the drag coefficient C generated by the pitch moment trim due to single engine failure De ;

[0134] Step S223: Determine the drag coefficient C generated by the single engine failure yaw moment trim Dr ;

[0135] Step S224: Calculate the trim drag coefficient ΔC based on the following formula: D :

[0136]

[0137] Step S225: Calculate the takeoff drag coefficient C based on the following formula: D :

[0138]

[0139] Among them, C Doff is the drag coefficient in the non-powered lift state, CDb It is the dynamic influence correction amount of the drag coefficient in the full-engine takeoff lift state.

[0140] In some optional implementations, in step S221, the drag coefficient C generated by the single engine failure rolling moment trim is determined according to the following formula: Da :

[0141]

[0142] Among them, δ a Aileron deflection angle for rolling moment trim, C Dδa is the increase in drag coefficient caused by aileron unit deflection angle, C l is the rolling moment coefficient caused by single engine failure, C lδa is the control efficiency of the aileron, ΔC L is the loss of lift coefficient of the wing on the side of the failed engine, L ye is the span length between the axis of the failed engine and the axis of the fuselage, b w The wing span.

[0143] In some optional implementations, step S222 further includes:

[0144] Step S2221: Determine the pitch moment coefficient increment C generated by the jet vector effect mp ;

[0145] Step S2222: Determine the pitch moment coefficient increment C generated by the jet flap flow mb ;

[0146] Step S2223: Determine the pitch moment coefficient C of the missed approach climb by the following formula: m :

[0147] C m =C moff +C mp +C mb Among them, C moff The pitch moment for takeoff climb in non-powered lift state;

[0148] Step S2224: Determine the drag coefficient C generated by the single engine failure pitch moment trim using the following formula: De :

[0149] C De =C Dδe δ e ;

[0150]

[0151] Among them, δ eThe elevator deflection angle to balance the pitch moment, C Dδe is the drag coefficient generated by the unit deflection angle of the elevator, C mδe The control efficiency of the elevator.

[0152] In some optional embodiments, in step S2221, the pitch moment coefficient increment C generated by the jet vector effect is determined by the following formula: mp :

[0153]

[0154] Among them, C T is the thrust coefficient for takeoff of an aircraft with a single engine failure, θ e is the downward deflection angle of the engine axis relative to the fuselage axis, h cf L is the vertical distance of the flap aerodynamic pressure center below the center of gravity, f The axial distance behind the center of gravity of the flap aerodynamic pressure center, h e is the vertical distance of the engine nozzle below the center of gravity, L e is the axial distance of the engine nozzle behind the center of gravity, c a is the average aerodynamic chord length of the wing.

[0155] In some optional embodiments, in step S2222, the pitch moment coefficient increment C generated by the jet flap flow is determined by the following formula: mb :

[0156]

[0157] Among them, L0 is the axial distance between the leading edge of the wing and the center of gravity of the fuselage at the engine installation position. It is positive if it is located behind the center of gravity. L c is the axial distance behind the center of gravity of the wing's aerodynamic pressure center after the flaps are placed, and c' is the axial projection length of the wing chord length at the engine installation position.

[0158] In some optional implementations, in step S223, the drag coefficient C generated by the single engine failure yaw moment trim is determined according to the following formula: Dr :

[0159]

[0160] Among them, δ r The rudder deflection angle to balance the yaw moment, C Dδr is the drag coefficient generated by the rudder unit deflection angle, C n is the yaw moment coefficient caused by single engine failure, C nδr The control efficiency of the rudder.

[0161] For example, 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 185KN. The angle of the engine thrust axis relative to the local wing chord is -5°. The span-wise installation position of the inner engine is 29.6% of the half span, where the wing section installation angle is 3°, and the span-wise installation position of the outer engine is 55% of the half span, where the wing section installation angle is 2.5°.

[0162] Aircraft takeoff configuration: leading edge slat deflection angle 15°, trailing edge double slot Fuller flap deflection angle 15°+10°, flap trailing edge upper surface downward inclination angle 8°. After the flap is extended, the chord length of the wing is 1.2 times the original chord length, the flap chord length is 32% of the wing chord length, of which the chord length of the second section of the flap is 7% of the wing chord length. The depth of the inner flap part immersed in the engine jet is 2.33m, the diameter of the jet at the trailing edge of the flap is 5.43m, and the local wing chord length is 8.73m. The depth of the outer flap part immersed in the engine jet is 2.1m, the diameter of the jet at the trailing edge of the flap is 4.89m, and the local wing chord length is 6.48m. The engine jet efficiency factor is 0.907, and the jet downward deflection angle is 12.25°.

[0163] Calculation status: take-off weight 265t, system power extraction factor Ks is 3.6%, speed correction factor calculation model K v =1-0.167V / 80; the engine failure speed is 70m / s, the takeoff front wheel speed is 77.5m / s, the ground speed and the safety altitude speed are 83m / s, and the calculation content is as follows:

[0164] (1) Calculation of lift-drag characteristics correction in the lift-increasing state before engine failure (V = 30 m / s) to determine the takeoff drag coefficient C D is 0.1721;

[0165] (2) The acceleration a before the engine failed is 1.892 m / s 2 ;

[0166] (3) Correction calculation of lift-drag characteristics in the increased lift state after engine failure (V = 90 m / s) to determine the takeoff lift coefficient C in the increased lift state L The takeoff drag coefficient C in the increased lift state is 1.347. D is 0.1649;

[0167] (4) Calculation of the flight path angle for a constant-speed climb (V = 90 m / s) The flight path angle θ for a constant-speed climb is determined to be 1.956°.

[0168] In a second aspect, the present application provides a device for determining the takeoff field length of a transport aircraft with a single engine failure corresponding to the above method, which is applied to a power-assisted lift transport aircraft with blown flaps on the lower surface. The device comprises:

[0169] The module for determining the take-off thrust in the increased lift state is used to determine the take-off thrust P of a transport aircraft in the increased lift state with a single engine failure. xzon ;

[0170] The acceleration and track angle determination module is used to determine the takeoff thrust P according to the lift state. xzon Determine the acceleration a of the transport aircraft and the flight path angle θ of the constant speed climb;

[0171] The take-off field length determination module is used to calculate the length L of the transport aircraft single-engine failure take-off field according to the following integral formula:

[0172]

[0173] Among them, V EF is the engine failure speed, V R V is the nose wheel lift speed for takeoff, lof is the take-off speed, L R1 is the ground rolling distance before engine failure, L R2 L is the ground rolling distance before engine failure and nose wheel lift for takeoff, L-R L is the rolling distance between the front wheel lift and the departure point, C is the flight distance to climb to a safe altitude, and V is the speed of the transport aircraft.

[0174] In some optional embodiments, in the lift-up state takeoff thrust determination module, the lift-up state takeoff thrust P is determined by the following formula: xzon :

[0175]

[0176] Among them, n e is the number of engines, P emax is the maximum takeoff thrust of the engine, K s is the takeoff system power extraction factor, K v is the speed correction factor for takeoff thrust, K h is the altitude correction factor for takeoff thrust, P xz is the engine thrust corrected for power, speed and altitude, η j is the engine jet efficiency factor, θ j is the downward deflection angle of the jet disturbed by the flap relative to the fuselage axis, α is the fuselage angle of attack, C T is the aircraft takeoff thrust coefficient, S ref is the reference area of ​​the wing, ρ is the air density, and q is the velocity pressure.

[0177] In some optional implementations, the acceleration and track angle determination module includes:

[0178] The take-off lift coefficient determination unit is used to determine the take-off lift coefficient C in the increased lift state. L ;

[0179] Takeoff drag coefficient determination unit, used to determine the takeoff drag coefficient C in the increased lift state D ;

[0180] The acceleration determination unit is used to determine the acceleration a of the conveyor by the following formula:

[0181]

[0182] Where W is the takeoff weight of the aircraft, D is the takeoff aerodynamic drag, L is the takeoff aerodynamic lift, F is the friction force of the taxiing, f is the rolling friction coefficient of the taxiing, and Z p is the component of thrust in the direction of lift;

[0183] The track angle determination unit is used to determine the track angle θ of the constant speed climb by the following formula:

[0184]

[0185] In some optional embodiments, in the takeoff lift coefficient determination unit, the takeoff lift coefficient C in the increased lift state is determined by the following formula: L :

[0186]

[0187] Among them, C Loff is the takeoff lift coefficient in the non-powered lift state, C Lb is the lift coefficient increment generated by the full-engine takeoff jet flow around the flap, C Lθ is the reference value of the lift coefficient increment generated by the jet flap flow, C Lα is the correction value for the effect of angle of attack.

[0188] In some optional embodiments, the takeoff drag coefficient determination unit further includes:

[0189] Roll moment trim drag coefficient determination subunit, used to determine the drag coefficient C generated by single engine failure roll moment trim Da ;

[0190] The pitch moment trim drag coefficient determination subunit is used to determine the drag coefficient C generated by the pitch moment trim of a single engine failure De ;

[0191] The yaw moment trim drag coefficient determination subunit is used to determine the drag coefficient C generated by the yaw moment trim of a single engine failure Dr ;

[0192] The trim drag coefficient determination subunit is used to calculate the trim drag coefficient ΔC based on the following formula D :

[0193]

[0194] The takeoff drag coefficient determination subunit is used to calculate the takeoff drag coefficient C based on the following formula D :

[0195]

[0196] Among them, C Doff is the drag coefficient in the non-powered lift state, C Db It is the dynamic influence correction amount of the drag coefficient in the full-engine takeoff lift state.

[0197] In some optional embodiments, in the rolling moment trim drag coefficient determination subunit, the drag coefficient C generated by the single engine failure rolling moment trim is determined according to the following formula: Da :

[0198]

[0199] Among them, δ a Aileron deflection angle for rolling moment trim, C Dδa is the increase in drag coefficient caused by aileron unit deflection angle, C l is the rolling moment coefficient caused by single engine failure, C lδa is the control efficiency of the aileron, ΔC L is the loss of lift coefficient of the wing on the side of the failed engine, L ye is the span length between the axis of the failed engine and the axis of the fuselage, b w The wing span.

[0200] In some optional implementations, the pitch moment trim drag coefficient determination subunit includes:

[0201] The first pitch moment coefficient increment determination unit is used to determine the pitch moment coefficient increment C generated by the jet vector effect. mp ;

[0202] The second pitch moment coefficient increment determination unit is used to determine the pitch moment coefficient increment C generated by the jet flap flow mb ;

[0203] The pitch moment coefficient determination unit is used to determine the pitch moment coefficient C of the missed approach climb by the following formula m :

[0204] C m =C moff +C mp +C mb Among them, C moff The pitch moment for takeoff climb in non-powered lift state;

[0205] The pitch moment trim drag coefficient determination unit is used to determine the drag coefficient C generated by the pitch moment trim of a single engine failure through the following formula De :

[0206] C De =C Dδe δ e ;

[0207]

[0208] Among them, δ e The elevator deflection angle to balance the pitch moment, C Dδe is the drag coefficient generated by the unit deflection angle of the elevator, C mδe The control efficiency of the elevator.

[0209] In some optional implementations, in the first pitch moment coefficient increment determining unit, the pitch moment coefficient increment C generated by the jet vector effect is determined by the following formula: mp :

[0210]

[0211] Among them, C T is the thrust coefficient for takeoff of an aircraft with a single engine failure, θ e is the downward deflection angle of the engine axis relative to the fuselage axis, h cf L is the vertical distance of the flap aerodynamic pressure center below the center of gravity, f The axial distance behind the center of gravity of the flap aerodynamic pressure center, h e is the vertical distance of the engine nozzle below the center of gravity, L e is the axial distance of the engine nozzle behind the center of gravity, c a is the average aerodynamic chord length of the wing.

[0212] In some optional embodiments, in the second pitch moment coefficient increment determining unit, the pitch moment coefficient increment C generated by the jet flap flow is determined by the following formula: mb :

[0213]

[0214] Among them, L0 is the axial distance between the leading edge of the wing and the center of gravity of the fuselage at the engine installation position. It is positive if it is located behind the center of gravity. L c is the axial distance behind the center of gravity of the wing's aerodynamic pressure center after the flaps are placed, and c' is the axial projection length of the wing chord length at the engine installation position.

[0215] In some optional implementations, in the yaw moment trim drag coefficient determination subunit, the drag coefficient C generated by the single engine failure yaw moment trim is determined according to the following formula: Dr :

[0216]

[0217] Among them, δ r The rudder deflection angle to balance the yaw moment, C Dδr is the drag coefficient generated by the rudder unit deflection angle, C n is the yaw moment coefficient caused by single engine failure, C nδr The control efficiency of the rudder.

[0218] 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 the length of a takeoff field in the event of a single-engine failure of a transport aircraft.

[0219] 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 length of a single-engine failure takeoff field for 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 computer-readable storage medium carries one or more programs, and when the one or more programs are executed by the device, the data is processed according to the above method.

[0220] 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.

[0221] like Figure 2As 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.

[0222] 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.

[0223] In particular, according to the embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 409, and / or installed from the removable medium 411. When the computer program is executed by the central processing unit (CPU) 401, the above functions defined in the method of the present application are executed. It should be noted that the computer storage medium of the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium can be, for example, - but not limited to - a system, device or device of electricity, magnetism, light, electromagnetic, infrared, or semiconductor, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to, an electrical connection with one or more conductors, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, an apparatus or a device. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable program code. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate, or transmit a program for use by or in combination with an instruction execution system, an apparatus or a device. The program code contained on the computer-readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wire, optical cable, RF, etc., or any suitable combination of the above.

[0224] 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.

[0225] 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.

[0226] 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 the takeoff field length of a transport aircraft with a single engine failure, applied to a transport aircraft with a powered lift booster with blown flaps on the lower surface, characterized in that: The method includes: Step S1: Determine the takeoff thrust P of the transport aircraft in the increased lift state with a single engine failure xzon ; Step S2: Take-off thrust P according to the lift state xzon Determine the acceleration a of the transport aircraft and the flight path angle θ of the constant speed climb; Step S3, calculating the length L of the transport aircraft single engine failure takeoff field according to the following integral formula: L X =L R1 +L R2 +L L-R +L C Among them, V EF is the engine failure speed, V R V is the takeoff nose wheel speed, lof is the take-off speed, L R1 is the ground rolling distance before engine failure, L R2 L is the ground rolling distance before engine failure and nose wheel lift for takeoff, L-R L is the rolling distance between the front wheel lift and the departure point, C is the flight distance to climb to a safe altitude, and V is the speed of the transport aircraft.

2. The method for determining the length of a takeoff field for a transport aircraft with a single engine failure as claimed in claim 1, characterized in that: In step S1, the take-off thrust P in the increased lift state is determined by the following formula: xzon : P xzon =n e P xz or j cos(α+θ j ) V<V EF P xzon =(n e -1)P emax (1-K s )K v K h V≥V EF P xz =P emax (1-K s )K v K h q=0.5ρV 2 Among them, n e is the number of engines, P emax is the maximum takeoff thrust of the engine, K s is the takeoff system power extraction factor, K v is the speed correction factor for takeoff thrust, K h is the altitude correction factor for takeoff thrust, P xz is the engine thrust corrected for power, speed and altitude, η j is the engine jet efficiency factor, θ j is the downward deflection angle of the jet disturbed by the flap relative to the fuselage axis, α is the fuselage angle of attack, C T is the aircraft takeoff thrust coefficient, S ref is the reference area of ​​the wing, ρ is the air density, and q is the velocity pressure.

3. The method for determining the length of a takeoff field for a transport aircraft with a single engine failure as claimed in claim 1, characterized in that: Step S2 further comprises: Step S21: Determine the takeoff lift coefficient C in the increased lift state L ; Step S22: Determine the takeoff drag coefficient C in the increased lift state D ; Step S23, determine the acceleration a of the conveyor by the following formula: Where W is the takeoff weight of the aircraft, D is the takeoff aerodynamic drag, L is the takeoff aerodynamic lift, F is the friction force of the taxiing, f is the rolling friction coefficient of the taxiing, and Z p is the component of thrust in the direction of lift; Step S24: determine the track angle θ of the constant speed climb by the following formula:

4. The method for determining the length of a takeoff field for a transport aircraft with a single engine failure as claimed in claim 3, characterized in that: In step S21, the takeoff lift coefficient C in the increased lift state is determined by the following formula: L : Among them, C Loff is the takeoff lift coefficient in the non-powered lift state, C Lb is the lift coefficient increment generated by the full-engine takeoff jet flow around the flap, C Lθ is the reference value of the lift coefficient increment generated by the jet flap flow, C Lα is the correction value for the effect of angle of attack.

5. The method for determining the length of a takeoff field with a single engine failure of a transport aircraft according to claim 3, characterized in that: The step S22 further includes: Step S221: Determine the drag coefficient C generated by the rolling moment trim due to single engine failure Da ; Step S222: Determine the drag coefficient C generated by the pitch moment trim due to single engine failure De ; Step S223: Determine the drag coefficient C generated by the single engine failure yaw moment trim Dr ; Step S224: Calculate the trim drag coefficient ΔC based on the following formula: D : Step S225: Calculate the takeoff drag coefficient C based on the following formula: D : Among them, C Doff is the drag coefficient in the non-powered lift state, C Db It is the dynamic influence correction amount of the drag coefficient in the full-engine takeoff lift state.

6. The method for determining the length of a takeoff field for a transport aircraft with a single engine failure as claimed in claim 5, characterized in that: In step S221, the drag coefficient C generated by the single engine failure rolling moment trim is determined according to the following formula: Da : Among them, δ a Aileron deflection angle for rolling moment trim, C Dδa is the increase in drag coefficient caused by aileron unit deflection angle, C l is the rolling moment coefficient caused by single engine failure, C lδa is the control efficiency of the aileron, ΔC L is the loss of lift coefficient of the wing on the side of the failed engine, L ye is the span length between the axis of the failed engine and the axis of the fuselage, b w The wing span.

7. The method for determining the length of a takeoff field for a transport aircraft with a single engine failure as claimed in claim 5, characterized in that: Step S222 further includes: Step S2221: Determine the pitch moment coefficient increment C generated by the jet vector effect mp ; Step S2222: Determine the pitch moment coefficient increment C generated by the jet flap flow mb ; Step S2223: Determine the pitch moment coefficient C of the missed approach climb by the following formula: m : C m =C moff +C mp +C mb Among them, C moff The pitch moment for takeoff climb in non-powered lift state; Step S2224: Determine the drag coefficient C generated by the single engine failure pitch moment trim using the following formula: De : C De =C Dδe d e ; Among them, δ e The elevator deflection angle to balance the pitch moment, C Dδe is the drag coefficient generated by the unit deflection angle of the elevator, C mδe The control efficiency of the elevator.

8. The method for determining the length of a takeoff field for a transport aircraft with a single engine failure as claimed in claim 7, characterized in that: In step S2221, the pitch moment coefficient increment C generated by the jet vector effect is determined by the following formula: mp : Among them, C T is the thrust coefficient for takeoff of an aircraft with a single engine failure, θ e is the downward deflection angle of the engine axis relative to the fuselage axis, h cf L is the vertical distance of the flap aerodynamic pressure center below the center of gravity, f The axial distance behind the center of gravity of the flap aerodynamic pressure center, h e is the vertical distance of the engine nozzle below the center of gravity, L e is the axial distance of the engine nozzle behind the center of gravity, c a is the average aerodynamic chord length of the wing.

9. The method for determining the length of a takeoff field for a transport aircraft with a single engine failure as claimed in claim 7, characterized in that: In step S2222, the pitch moment coefficient increment C generated by the jet flap flow is determined by the following formula: mb : Among them, L0 is the axial distance between the leading edge of the wing and the center of gravity of the fuselage at the engine installation position. It is positive if it is located behind the center of gravity. L c is the axial distance behind the center of gravity of the wing's aerodynamic pressure center after the flaps are placed, and c' is the axial projection length of the wing chord length at the engine installation position.

10. The method for determining the length of a takeoff field for a transport aircraft with a single engine failure as claimed in claim 5, characterized in that: In step S223, the drag coefficient C generated by the single engine failure yaw moment trim is determined according to the following formula: Dr : Among them, δ r The rudder deflection angle to balance the yaw moment, C Dδr is the drag coefficient generated by the rudder unit deflection angle, C n is the yaw moment coefficient caused by single engine failure, C nδr The control efficiency of the rudder.

11. A device for determining the takeoff field length of a transport aircraft with a single engine failure, applied to a transport aircraft with a powered lift boost with blown flaps on the lower surface, characterized in that: The device includes: The module for determining the take-off thrust in the increased lift state is used to determine the take-off thrust P of a transport aircraft in the increased lift state with a single engine failure. xzon ; The acceleration and track angle determination module is used to determine the takeoff thrust P according to the lift state. xzon Determine the acceleration a of the transport aircraft and the flight path angle θ of the constant speed climb; The take-off field length determination module is used to calculate the length L of the transport aircraft single-engine failure take-off field according to the following integral formula: Among them, V EF is the engine failure speed, V R V is the takeoff nose wheel speed, lof is the take-off speed, L R1 is the ground rolling distance before engine failure, L R2 L is the ground rolling distance before engine failure and nose wheel lift for takeoff, L-R L is the rolling distance between the front wheel lift and the departure point, C is the flight distance to climb to a safe altitude, and V is the speed of the transport aircraft.

12. The device for determining the takeoff field length of a transport aircraft with a single engine failure as claimed in claim 11, characterized in that: In the lift-up state takeoff thrust determination module, the lift-up state takeoff thrust P is determined by the following formula: xzon : Among them, n e is the number of engines, P emax is the maximum takeoff thrust of the engine, K s is the takeoff system power extraction factor, K v is the speed correction factor for takeoff thrust, K h is the altitude correction factor for takeoff thrust, P xz is the engine thrust corrected for power, speed and altitude, η j is the engine jet efficiency factor, θ j is the downward deflection angle of the jet disturbed by the flap relative to the fuselage axis, α is the fuselage angle of attack, C T is the aircraft takeoff thrust coefficient, S ref is the reference area of ​​the wing, ρ is the air density, and q is the velocity pressure.

13. The device for determining the takeoff field length of a transport aircraft with a single engine failure as claimed in claim 11, characterized in that: The acceleration and track angle determination module includes: The take-off lift coefficient determination unit is used to determine the take-off lift coefficient C in the increased lift state. L ; Takeoff drag coefficient determination unit, used to determine the takeoff drag coefficient C in the increased lift state D ; The acceleration determination unit is used to determine the acceleration a of the conveyor by the following formula: Where W is the takeoff weight of the aircraft, D is the takeoff aerodynamic drag, L is the takeoff aerodynamic lift, F is the friction force of the taxiing, f is the rolling friction coefficient of the taxiing, and Z p is the component of thrust in the direction of lift; The track angle determination unit is used to determine the track angle θ of the constant speed climb by the following formula:

14. The device for determining the length of a takeoff field for a transport aircraft with a single engine failure as claimed in claim 13, characterized in that: In the takeoff lift coefficient determination unit, the takeoff lift coefficient C in the increased lift state is determined by the following formula: L : Among them, C Loff is the takeoff lift coefficient in the non-powered lift state, C Lb is the lift coefficient increment generated by the full-engine takeoff jet flow around the flap, C Lθ is the reference value of the lift coefficient increment generated by the jet flap flow, C Lα is the correction value for the effect of angle of attack.

15. The device for determining the length of a takeoff field for a transport aircraft with a single engine failure as claimed in claim 13, characterized in that: The takeoff drag coefficient determination unit further comprises: Roll moment trim drag coefficient determination subunit, used to determine the drag coefficient C generated by single engine failure roll moment trim Da ; The pitch moment trim drag coefficient determination subunit is used to determine the drag coefficient C generated by the pitch moment trim of a single engine failure De ; The yaw moment trim drag coefficient determination subunit is used to determine the drag coefficient C generated by the yaw moment trim of a single engine failure Dr ; The trim drag coefficient determination subunit is used to calculate the trim drag coefficient ΔC based on the following formula D : The takeoff drag coefficient determination subunit is used to calculate the takeoff drag coefficient C based on the following formula D : Among them, C Doff is the drag coefficient in the non-powered lift state, C Db It is the dynamic influence correction amount of the drag coefficient in the full-engine takeoff lift state.

16. The device for determining the length of a takeoff field for a transport aircraft with a single engine failure as claimed in claim 15, characterized in that: In the rolling moment trim drag coefficient determination subunit, the drag coefficient C generated by the rolling moment trim of a single engine failure is determined according to the following formula: Da : Among them, δ a Aileron deflection angle for rolling moment trim, C Dδa is the increase in drag coefficient caused by aileron unit deflection angle, C l is the rolling moment coefficient caused by single engine failure, C lδa is the control efficiency of the aileron, ΔC L is the loss of lift coefficient of the wing on the side of the failed engine, L ye is the span length between the axis of the failed engine and the axis of the fuselage, b w The wing span.

17. The device for determining the length of a takeoff field for a transport aircraft with a single engine failure as claimed in claim 15, characterized in that: The pitch moment trim drag coefficient determination subunit comprises: The first pitch moment coefficient increment determination unit is used to determine the pitch moment coefficient increment C generated by the jet vector effect. mp ; The second pitch moment coefficient increment determination unit is used to determine the pitch moment coefficient increment C generated by the jet flap flow mb ; The pitch moment coefficient determination unit is used to determine the pitch moment coefficient C of the missed approach climb by the following formula m : C m =C moff +C mp +C mb Among them, C moff The pitch moment for takeoff climb in non-powered lift state; The pitch moment trim drag coefficient determination unit is used to determine the drag coefficient C generated by the pitch moment trim of a single engine failure through the following formula De : C De =C Dδe d e ; Among them, δ e The elevator deflection angle to balance the pitch moment, C Dδe is the drag coefficient generated by the unit deflection angle of the elevator, C mδe The control efficiency of the elevator.

18. The device for determining the length of a takeoff field for a transport aircraft with a single engine failure as claimed in claim 17, characterized in that: In the first pitch moment coefficient increment determination unit, the pitch moment coefficient increment C generated by the jet vector effect is determined by the following formula: mp : Among them, C T is the thrust coefficient for takeoff of an aircraft with a single engine failure, θ e is the downward deflection angle of the engine axis relative to the fuselage axis, h cf L is the vertical distance of the flap aerodynamic pressure center below the center of gravity, f The axial distance behind the center of gravity of the flap aerodynamic pressure center, h e is the vertical distance of the engine nozzle below the center of gravity, L e is the axial distance of the engine nozzle behind the center of gravity, c a is the average aerodynamic chord length of the wing.

19. The device for determining the length of a takeoff field for a transport aircraft with a single engine failure as claimed in claim 17, characterized in that: In the second pitch moment coefficient increment determination unit, the pitch moment coefficient increment C generated by the jet flap flow is determined by the following formula: mb : Among them, L0 is the axial distance between the leading edge of the wing and the center of gravity of the fuselage at the engine installation position. It is positive if it is located behind the center of gravity. L c is the axial distance behind the center of gravity of the wing's aerodynamic pressure center after the flaps are placed, and c' is the axial projection length of the wing chord length at the engine installation position.

20. The device for determining the takeoff field length of a transport aircraft with a single engine failure as claimed in claim 15, characterized in that: In the yaw moment trim drag coefficient determination subunit, the drag coefficient C generated by the yaw moment trim of a single engine failure is determined according to the following formula: Dr : Among them, δ r The rudder deflection angle to balance the yaw moment, C Dδr is the drag coefficient generated by the rudder unit deflection angle, C n is the yaw moment coefficient caused by single engine failure, C nδr The control efficiency of the rudder.

21. 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 length of a single-engine failure takeoff field for a transport aircraft as described in any one of claims 1 to 10.

22. 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 length of the single-engine failure takeoff field for a transport aircraft as described in any one of claims 1-10.

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